Engine ignition control method, system, device and apparatus

Abstract

The application provides an engine ignition control method, system, device and equipment, the method comprising: after realizing phase synchronization of a crankshaft signal and a camshaft signal, taking a current angle count value as a reference angle count value at the beginning of each execution cycle, wherein the angle count value is a count value of the crankshaft signal after frequency multiplication processing; when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, setting the ignition output of the corresponding cylinder to an effective level, and taking the current time count value as the ignition start time count value of the corresponding cylinder, wherein the time count value is a count value of a clock signal; when the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, setting the ignition output of the corresponding cylinder to an invalid level. Through the application, two-dimensional judgment is used, and time accuracy and angle resolution are considered.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine control, in particular to an engine ignition control method, system, device and equipment. BACKGROUND

[0002] As the core component of modern transportation and many power equipment, the performance of the engine directly affects the running efficiency, reliability and environmental protection indicators of the whole system. Ignition control plays a key role in the working process of the engine, which directly determines the combustion timing and combustion effect of the mixture, and then has a major impact on the power output, fuel economy and emission characteristics of the engine.

[0003] In the traditional engine ignition control system, the ignition timing control is usually realized by relying on the crankshaft position signal. The synchronization of the crankshaft missing tooth signal and the camshaft signal is the key to determining the ignition phase. However, in the prior art, the engine ignition control often only relies on the single dimension judgment of the time counter or the angle counter, and it is difficult to balance the time accuracy and angle resolution when switching between high and low speeds. SUMMARY

[0004] The present application provides an engine ignition control method, system, device and equipment, which can solve the technical problem of single dimension judgment in the prior art, which is difficult to balance the time accuracy and angle resolution when switching between high and low speeds.

[0005] In the first aspect, the present application provides an engine ignition control method, which comprises:

[0006] After the phase synchronization of the crankshaft signal and the camshaft signal is realized, at the beginning of each execution cycle, the current angle count value is taken as the reference angle count value, wherein the angle count value is the count value of the frequency-doubled crankshaft signal;

[0007] When the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, the ignition output of the corresponding cylinder is set to an effective level, and the current time count value is taken as the ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the advance angle offset of each cylinder, and the time count value is the count value of the clock signal;

[0008] set the firing output of the corresponding cylinder to an inactive level when the current time count value is greater than or equal to the firing end time count value of any cylinder, and the current angle count value is greater than or equal to the firing end angle count value of the corresponding cylinder, wherein the firing end time count value of each cylinder is calculated according to the firing start time count value of each cylinder and the minimum firing duration, and the firing end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the closing angle offset of each cylinder.

[0009] Further, in an embodiment, the engine firing control method further comprises:

[0010] After detecting that the phase of the crankshaft signal and the camshaft signal is lost, setting the relevant port of the engine control unit to a safe state.

[0011] Further, in an embodiment, after the step of taking the current angle count value as the reference angle count value, the engine firing control method further comprises:

[0012] calculating the original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder;

[0013] correcting the original top dead center angle count value of each cylinder to obtain the corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution period angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution period angle count value;

[0014] calculating the firing start angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0015] calculating the firing end angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

[0016] In a second aspect, the embodiments of the present application further provide an engine firing control system, which comprises an angle counter, a time counter, a main processor, a coprocessor and a comparison output subsystem, and the comparison output subsystem comprises a comparison output module corresponding to each cylinder.

[0017] The angle counter is used to count the frequency-doubled crankshaft signal.

[0018] The time counter is used to count the clock signal.

[0019] The main processor is configured to, after realizing phase synchronization of the crankshaft signal and the camshaft signal, send, at the beginning of each execution cycle, a current angle count value as a reference angle count value, the reference angle count value and a top dead center offset, an advance angle offset, a minimum ignition duration, a closing angle offset of each cylinder to the coprocessor, and wake up the coprocessor with a first interrupt signal;

[0020] The coprocessor is configured to calculate, according to the reference angle count value and the top dead center offset of each cylinder, an ignition start angle count value of each cylinder, and calculate, according to the reference angle count value and the closing angle offset of each cylinder, an ignition end angle count value of each cylinder.

[0021] The coprocessor is further configured to, after being woken up by the first interrupt signal, configure a comparison value of each cylinder comparison output module as the ignition start angle count value of the corresponding cylinder, configure a comparison source as a current value of the angle counter, and configure a comparison strategy as a first comparison strategy.

[0022] When the comparison output module is configured with the first comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set an ignition output of the corresponding cylinder to a valid level, set a current value of the time counter as an ignition start time count value of the corresponding cylinder, and wake up the coprocessor with a second interrupt signal.

[0023] The coprocessor is further configured to calculate, according to the ignition start time count value of each cylinder and the minimum ignition duration, an ignition end time count value of each cylinder.

[0024] The coprocessor is further configured to, after being woken up by the second interrupt signal, configure a comparison value of the comparison output module that sent the second interrupt signal as the ignition end time count value, configure a comparison source as a current value of the time counter, and configure a comparison strategy as a second comparison strategy.

[0025] When the comparison output module is configured with the second comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a third interrupt signal.

[0026] The coprocessor is further configured to, after being woken up by the third interrupt signal, configure a comparison value of the comparison output module that sent the third interrupt signal as the ignition end angle count value, configure a comparison source as a current value of the angle counter, and configure a comparison strategy as a third comparison strategy.

[0027] When the comparison output module is configured with the third comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to an invalid level.

[0028] Further, in an embodiment, when the comparison output module is configured with the third comparison strategy, the comparison output module is further configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a fourth interrupt signal, so that the coprocessor knows that the ignition action of the corresponding cylinder has been completed.

[0029] Further, in an embodiment, the main processor is further configured to wake up the coprocessor with a fifth interrupt signal when the phase lock between the crankshaft signal and the camshaft signal is detected to be lost;

[0030] The coprocessor is further configured to set the related ports of the engine control unit to a safe state after being woken up by the fifth interrupt signal.

[0031] In a third aspect, an engine ignition control device is provided, which comprises:

[0032] a reference angle updating module configured to, after the phase lock between the crankshaft signal and the camshaft signal is achieved, set a current angle count value as a reference angle count value at the beginning of each execution cycle, wherein the angle count value is a count value of the crankshaft signal after frequency multiplication processing;

[0033] an ignition start control module configured to, when the current angle count value is greater than or equal to an ignition start angle count value of any cylinder, set an ignition output of the corresponding cylinder to a valid level, and set a current time count value as an ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated according to the reference angle count value and a top dead center offset and an advance angle offset of each cylinder, and the time count value is a count value of a clock signal;

[0034] an ignition end control module configured to, when the current time count value is greater than or equal to an ignition end time count value of any cylinder, and the current angle count value is greater than or equal to an ignition end angle count value of the corresponding cylinder, set the ignition output of the corresponding cylinder to an invalid level, wherein the ignition end time count value of each cylinder is calculated according to the ignition start time count value of each cylinder and a minimum ignition duration, and the ignition end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and a closing angle offset of each cylinder.

[0035] Further, in an embodiment, the engine ignition control device further comprises a phase lock loss processing module configured to, after detecting that the phase lock between the crankshaft signal and the camshaft signal is lost, set the related ports of the engine control unit to a safe state.

[0036] Further, in an embodiment, the engine ignition control device further comprises an ignition angle calculation module configured to:

[0037] calculate an original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder;

[0038] The original top dead center angle count value of each cylinder is corrected to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution period angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution period angle count value;

[0039] The ignition start angle count value of each cylinder is calculated according to the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0040] The ignition end angle count value of each cylinder is calculated according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

[0041] In a fourth aspect, an engine ignition control device is provided, which includes a processor, a memory, and an engine ignition control program stored in the memory and executable by the processor, wherein the engine ignition control program, when executed by the processor, implements the steps of the engine ignition control method.

[0042] In the present application, the angle counter is used to control the timing of the ignition start of each cylinder, and when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, the ignition output of the corresponding cylinder is set to an active level. The angle counter and the time counter are used to control the timing of the ignition end of each cylinder, and when the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to an inactive level. Through the present application, the limitation of single dimension is effectively overcome by using two-dimensional judgment. At low speed, the angle resolution is insufficient, but the time counter can ensure the minimum ignition duration. At high speed, the accuracy of the time counter is limited, but the angle counter can accurately control the closing angle. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 A flowchart of an engine ignition control method in an embodiment of the present application;

[0044] Figure 2 A schematic diagram of the principle of an engine ignition control method in an embodiment of the present application;

[0045] Figure 3 A structural schematic diagram of an engine ignition control system in an embodiment of the present application;

[0046] Figure 4 A functional module schematic diagram of an engine ignition control device in an embodiment of the present application;

[0047] Figure 5 Fig. 1 is a schematic diagram of a hardware structure of an engine ignition control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0048] In order to make the personnel in the technical field better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0049] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be described in further detail below in conjunction with the drawings.

[0050] In a first aspect, the embodiments of the present application provide an engine ignition control method.

[0051] Figure 1 Fig. 1 shows a flowchart of an engine ignition control method according to an embodiment of the present application, Figure 2 Fig. 2 shows a schematic diagram of the principle of an engine ignition control method according to an embodiment of the present application.

[0052] Reference Figure 1 and Figure 2 In an embodiment, the engine ignition control method comprises the following steps:

[0053] S1, after achieving phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, the current angle count value is taken as a reference angle count value, wherein the angle count value is a count value of the frequency-doubled crankshaft signal.

[0054] Specifically, the input capture module is configured according to the engineering field environment and the corresponding filtering parameters are selected, the crankshaft signal and the camshaft signal are sampled and the effective edge of each tooth is attached with a time stamp, and the sampling result is used for phase judgment and frequency doubling. The phase judgment needs the help of the engine crankshaft and camshaft characteristics, and the result of the phase judgment includes phase synchronization and phase loss.

[0055] In the embodiment, the frequency-doubled crankshaft signal is used as the angle count reference, which can improve the angle resolution, dynamically generate cylinder ignition parameters based on the reference angle updated in each execution cycle, adapt to ignition strategy adjustment under different speed and load conditions, and optimize the combustion efficiency.

[0056] In particular, the crankshaft signal is used to detect the position and speed of the crankshaft, and is typically generated by a crankshaft position sensor (CKP sensor). Each pulse corresponds to a specific angle of crankshaft rotation (e.g. one pulse per 6 degrees). The number and frequency of pulses is proportional to the crankshaft speed. There is typically one or more missing pulses (called "synchronization notch") to identify a specific position of the crankshaft (e.g. top dead center, TDC).

[0057] The camshaft signal is used to detect the position of the camshaft, and is typically generated by a camshaft position sensor (CMP sensor). Its main role is to determine the working phase of the cylinder (e.g. intake, compression, power, exhaust). One pulse is generated per engine cycle (720 degrees of crankshaft rotation). The rising or falling edge of the pulse corresponds to a specific position of the camshaft (e.g. top dead center of cylinder 1).

[0058] In one execution cycle of the engine, the crankshaft rotates twice and the camshaft rotates once. Combining the crankshaft signal and the camshaft signal can determine the working state of the engine.

[0059] Optionally, the position of the start of the execution cycle can correspond to the synchronization notch in the crankshaft signal.

[0060] S2, when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, set the ignition output of the corresponding cylinder to an active level, and set the current time count value as the ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the advance angle offset of each cylinder, and the time count value is the count value of the clock signal.

[0061] In particular, the top dead center offset of each cylinder is fixed, and the advance angle offset needs to be adjusted according to the engine operating condition.

[0062] S3, when the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, set the ignition output of the corresponding cylinder to an inactive level, wherein the ignition end time count value of each cylinder is calculated according to the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the closing angle offset of each cylinder.

[0063] In particular, the minimum ignition duration and the closing angle offset of each cylinder need to be adjusted according to the engine operating condition.

[0064] It should be noted that when calculating the ignition start angle count value and the ignition end angle count value, the top dead center offset, the advance angle offset and the closing angle offset need to be converted into corresponding angle count values. For example, the units of the top dead center offset and the advance angle offset are degrees, and the angle count value is one per 0.1 degree, so the top dead center offset and the advance angle offset need to be multiplied by 10. When calculating the ignition end time count value, the minimum ignition duration needs to be converted into a corresponding angle count value. For example, the unit of the minimum ignition duration is seconds, and the angle count value is one per millisecond, so the minimum ignition duration needs to be multiplied by 1000.

[0065] Therefore, in the embodiment, the timing of ignition start of each cylinder is controlled by means of the angle counter, the ignition output of the corresponding cylinder is set to the active level when the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, and the timing of ignition end of each cylinder is controlled by means of the angle counter and the time counter, the ignition output of the corresponding cylinder is set to the inactive level when the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder. By the embodiment, the limitation of single dimension is effectively overcome by using two-dimensional judgment. At low speed, the angle resolution is insufficient, while the time counter can ensure the minimum ignition duration. At high speed, the accuracy of the time counter is limited, while the angle counter can accurately control the closing angle.

[0066] Further, in an embodiment, the engine ignition control method further comprises:

[0067] After detecting that the phases of the crankshaft signal and the camshaft signal are lost, the related ports of the engine control unit are set to a safe state.

[0068] By the embodiment, a safety processing mechanism is set for the phase loss situation to prevent dangerous working conditions such as knocking and misfire caused by signal disorder and to protect the engine hardware.

[0069] Optionally, the related ports of the engine control unit include ignition control ports, fuel injection control ports, sensor signal input ports, communication ports and power supply ports.

[0070] Further, in an embodiment, after the step of taking the current angle count value as the reference angle count value, the method further comprises:

[0071] The original top dead center angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset of each cylinder;

[0072] The original top dead center angle count value of each cylinder is corrected to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution period angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution period angle count value;

[0073] The firing start angle count value of each cylinder is calculated according to the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0074] The firing end angle count value of each cylinder is calculated according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

[0075] In the embodiment, the corrected top dead center angle count value is within the angle count value range of the current execution period, and the firing start angle count value and the firing end angle count value calculated therefrom are also within the angle count value range of the current execution period, thereby avoiding errors caused by the execution period and ensuring the reliability of the firing control.

[0076] In a second aspect, the embodiment of the application further provides an engine firing control device.

[0077] Figure 3 A structure schematic diagram of an engine firing control system in an embodiment of the application is shown.

[0078] Reference Figure 3 In an embodiment, the engine firing control system comprises an angle counter, a time counter, a main processor, a coprocessor and a comparison output subsystem, the comparison output subsystem comprises a comparison output module corresponding to each cylinder;

[0079] The angle counter is used to count the frequency-doubled crankshaft signal;

[0080] The time counter is used to count the clock signal;

[0081] The main processor is used to, after realizing the phase synchronization of the crankshaft signal and the camshaft signal, take the current angle count value as a reference angle count value at the beginning of each execution period, send the reference angle count value and the top dead center offset, the advance angle offset, the minimum firing duration and the closing angle offset of each cylinder to the coprocessor, and wake up the coprocessor with a first interrupt signal;

[0082] The coprocessor is used to calculate the firing start angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder, and calculate the firing end angle count value of each cylinder according to the reference angle count value and the closing angle offset of each cylinder;

[0083] The coprocessor is further configured to, after being woken up by the first interrupt signal, configure the comparison value of each cylinder's comparison output module as the ignition start angle count value of the corresponding cylinder, configure the comparison source as the current value of the angle counter, and configure the comparison strategy as the first comparison strategy.

[0084] When the comparison output module is configured with the first comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the effective level, set the current value of the time counter as the ignition start time count value of the corresponding cylinder, and wake up the coprocessor with a second interrupt signal.

[0085] The coprocessor is further configured to calculate the ignition end time count value of each cylinder according to the ignition start time count value of each cylinder and the minimum ignition duration.

[0086] The coprocessor is further configured to, after being woken up by the second interrupt signal, configure the comparison value of the comparison output module that sent the second interrupt signal as the ignition end time count value, configure the comparison source as the current value of the time counter, and configure the comparison strategy as the second comparison strategy.

[0087] When the comparison output module is configured with the second comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a third interrupt signal.

[0088] The coprocessor is further configured to, after being woken up by the third interrupt signal, configure the comparison value of the comparison output module that sent the third interrupt signal as the ignition end angle count value, configure the comparison source as the current value of the angle counter, and configure the comparison strategy as the third comparison strategy.

[0089] When the comparison output module is configured with the third comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set the ignition output of the corresponding cylinder to the invalid level.

[0090] In this embodiment, a heterogeneous computing architecture is adopted, the main processor is responsible for macro state management, and the coprocessor is responsible for processing the bottom control logic, so that the execution of the bottom control logic will not be disturbed by the main processor exception, thereby enhancing the robustness of the system. Each cylinder is independently configured with a comparison output module, which supports multi-cylinder parallel triggering and closing, and eliminates the timing deviation caused by software sequential processing. The control logic of the coprocessor is implemented in an interrupt, which increases the real-time of the control.

[0091] In addition, through this embodiment, a new cylinder only needs to add a corresponding comparison output module, without reconstructing the core algorithm, which is convenient for adapting to different cylinder number engine platforms.

[0092] Further, in an embodiment, when the comparison output module is configured with the third comparison strategy, the comparison output module is further configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a fourth interrupt signal, so that the coprocessor knows that the ignition action of the corresponding cylinder has been completed.

[0093] Through the embodiment, the co-processor can better track the state of each cylinder, perform subsequent processing or recording, and improve the monitoring capability and coordination of the system.

[0094] Further, in an embodiment, the main processor is further configured to wake up the co-processor with a fifth interrupt signal when it is detected that the phase of the crankshaft signal and the camshaft signal is out of lock;

[0095] The co-processor is further configured to set the related ports of the engine control unit to a safe state after being woken up by the fifth interrupt signal.

[0096] Through the embodiment, a safety processing mechanism is set for the phase out of lock condition to prevent dangerous working conditions such as knock and misfire caused by signal disorder and to protect the engine hardware.

[0097] In a third aspect, the embodiment of the present application further provides an engine ignition control device.

[0098] Figure 4 A functional module schematic diagram of the engine ignition control device in an embodiment of the present application is shown.

[0099] Reference Figure 4 In an embodiment, the engine ignition control device comprises:

[0100] A reference angle updating module 10 is configured to, after the phase of the crankshaft signal and the camshaft signal is synchronized, set a current angle count value as a reference angle count value at the beginning of each execution cycle, wherein the angle count value is a count value of the crankshaft signal after frequency multiplication processing;

[0101] An ignition start control module 20 is configured to, when the current angle count value is greater than or equal to an ignition start angle count value of any cylinder, set the ignition output of the corresponding cylinder to a valid level, and set a current time count value as an ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the advance angle offset of each cylinder, and the time count value is a count value of a clock signal;

[0102] An ignition end control module 30 is configured to, when the current time count value is greater than or equal to an ignition end time count value of any cylinder, and the current angle count value is greater than or equal to an ignition end angle count value of the corresponding cylinder, set the ignition output of the corresponding cylinder to an invalid level, wherein the ignition end time count value of each cylinder is calculated according to the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the closing angle offset of each cylinder.

[0103] Further, in an embodiment, the engine ignition control apparatus further comprises a phase lock loss processing module 40, configured to set the relevant port of the engine control unit to a safe state after detecting that the phase of the crankshaft signal and the camshaft signal is lost.

[0104] Further, in an embodiment, the engine ignition control apparatus further comprises an ignition angle calculation module 50, configured to:

[0105] calculate the original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder;

[0106] correct the original top dead center angle count value of each cylinder to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution period angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution period angle count value;

[0107] calculate the ignition start angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the advance angle offset;

[0108] calculate the ignition end angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

[0109] The functions of the modules in the engine ignition control apparatus correspond to the steps in the engine ignition control method, and the functions and implementation processes of the modules will not be described here.

[0110] In a third aspect, an engine ignition control device is provided in the embodiments of the present application.

[0111] Figure 5 A hardware structure diagram of the engine ignition control device involved in the embodiments of the present application is shown.

[0112] With reference to Figure 5 In the embodiments of the present application, the engine ignition control device can include a processor, a memory, a communication interface, and a communication bus.

[0113] The communication bus can be of any type, used to interconnect the processor, the memory, and the communication interface.

[0114] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, and other interfaces used to interconnect devices within the engine ignition control device, and interfaces used to interconnect the engine ignition control device with other devices (such as other computing devices or user devices).

[0115] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), and non-volatile flash memory.

[0116] The processor can be a general-purpose processor, which can call the engine ignition control program stored in the memory and execute the engine ignition control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the engine ignition control program is called can be referred to in various embodiments of the engine ignition control method of this application, and will not be repeated here.

[0117] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0118] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0119] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0120] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0121] In the description of the embodiments of the present application, unless otherwise specified, " / " means the meaning of or, for example, A / B can mean A or B; the text "and / or" only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0122] In some of the processes described in the embodiments of the present application, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed or in parallel without the order in which they appear in the embodiments of the present application, and the serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed in sequence or in parallel, and these operations or steps can be combined.

[0123] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, it can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, flash) as described above, and includes a plurality of instructions for making a terminal device execute the method described in each embodiment of the present application.

[0124] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the present application specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An engine ignition control method characterized by, The engine ignition control method comprises: After achieving phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, the current angle count value is taken as a reference angle count value, wherein the angle count value is a count value of the frequency-doubled crankshaft signal; When the current angle count value is greater than or equal to the ignition start angle count value of any cylinder, the ignition output of the corresponding cylinder is set to an effective level, and the current time count value is taken as the ignition start time count value of the corresponding cylinder, wherein the ignition start angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset, the advance angle offset of each cylinder, and the time count value is a count value of a clock signal; When the current time count value is greater than or equal to the ignition end time count value of any cylinder, and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, the ignition output of the corresponding cylinder is set to an invalid level, wherein the ignition end time count value of each cylinder is calculated according to the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset, the closing angle offset of each cylinder.

2. The engine ignition control method of claim 1, wherein The engine ignition control method further comprises: After detecting that the phase of the crankshaft signal and the camshaft signal is lost, the relevant ports of the engine control unit are set to a safe state.

3. The engine ignition control method of claim 1, wherein After the step of taking the current angle count value as the reference angle count value, the method further comprises: calculating the original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder; correcting the original top dead center angle count value of each cylinder to obtain a corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution cycle angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution cycle angle count value; calculating the ignition start angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the advance angle offset; calculating the ignition end angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

4. An engine ignition control system characterized by, The engine ignition control system comprises an angle counter, a time counter, a main processor, a coprocessor and a comparison output subsystem, and the comparison output subsystem comprises a comparison output module corresponding to each cylinder; The angle counter is used to count the frequency-doubled crankshaft signal; The time counter is used to count the clock signal; The main processor is used to, after achieving phase synchronization of the crankshaft signal and the camshaft signal, at the beginning of each execution cycle, take the current angle count value as a reference angle count value, send the reference angle count value, the top dead center offset, the advance angle offset, the minimum ignition duration and the closing angle offset of each cylinder to the coprocessor, and wake up the coprocessor with a first interrupt signal. The coprocessor is configured to calculate a start angle count value of each cylinder according to the reference angle count value and a top dead center offset and an advance angle offset of each cylinder, and calculate an end angle count value of each cylinder according to the reference angle count value and a closing angle offset of each cylinder; The coprocessor is further configured to, after being woken up by the first interrupt signal, configure a comparison value of each cylinder comparison output module as the start angle count value of the corresponding cylinder, configure a comparison source as a current value of the angle counter, and configure a comparison strategy as the first comparison strategy; When the comparison output module is configured with the first comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set a firing output of the corresponding cylinder to a valid level, set a current value of the time counter as a start time count value of the corresponding cylinder, and wake up the coprocessor with a second interrupt signal; The coprocessor is further configured to calculate an end time count value of each cylinder according to the start time count value of each cylinder and a minimum firing duration; The coprocessor is further configured to, after being woken up by the second interrupt signal, configure a comparison value of the comparison output module that sent the second interrupt signal as the end time count value, configure a comparison source as a current value of the time counter, and configure a comparison strategy as a second comparison strategy; When the comparison output module is configured with the second comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a third interrupt signal; The coprocessor is further configured to, after being woken up by the third interrupt signal, configure a comparison value of the comparison output module that sent the third interrupt signal as the end angle count value, configure a comparison source as a current value of the angle counter, and configure a comparison strategy as a third comparison strategy; When the comparison output module is configured with the third comparison strategy, the comparison output module is configured to, when the comparison source is greater than or equal to the comparison value, set a firing output of the corresponding cylinder to an invalid level.

5. The engine firing control system of claim 4, wherein, When the comparison output module is configured with the third comparison strategy, the comparison output module is further configured to, when the comparison source is greater than or equal to the comparison value, wake up the coprocessor with a fourth interrupt signal, so that the coprocessor knows that the firing action of the corresponding cylinder has been completed.

6. The engine firing control system of claim 4, wherein, The main processor is further configured to, when detecting that the phases of the crankshaft signal and the camshaft signal are out of synchronization, wake up the coprocessor with a fifth interrupt signal; The coprocessor is further configured to, after being woken up by the fifth interrupt signal, set related ports of the engine control unit to a safe state.

7. An engine ignition control apparatus characterized by comprising: The engine firing control device comprises: a reference angle updating module configured to, after achieving phase synchronization of the crankshaft signal and the camshaft signal, set a current angle count value as a reference angle count value at the beginning of each execution cycle, wherein the angle count value is a count value of the crankshaft signal after frequency multiplication processing; a start firing control module configured to, when the current angle count value is greater than or equal to a start angle count value of any cylinder, set a firing output of the corresponding cylinder to a valid level, and set a current time count value as a start time count value of the corresponding cylinder, wherein the start angle count value of each cylinder is calculated according to the reference angle count value and a top dead center offset and an advance angle offset of each cylinder, and the time count value is a count value of a clock signal; The ignition end control module is configured to set the ignition output of the corresponding cylinder to an invalid level when the current time count value is greater than or equal to the ignition end time count value of any cylinder and the current angle count value is greater than or equal to the ignition end angle count value of the corresponding cylinder, wherein the ignition end time count value of each cylinder is calculated according to the ignition start time count value of each cylinder and the minimum ignition duration, and the ignition end angle count value of each cylinder is calculated according to the reference angle count value and the top dead center offset and the closing angle offset of each cylinder.

8. The engine firing control apparatus of claim 7, wherein The engine ignition control device further comprises a phase lock loss processing module configured to set the relevant port of the engine control unit to a safe state after detecting that the phase of the crankshaft signal and the camshaft signal is lost.

9. The engine firing control apparatus of claim 7, wherein The engine ignition control device further comprises an ignition angle calculation module configured to: calculate the original top dead center angle count value of each cylinder according to the reference angle count value and the top dead center offset of each cylinder; correct the original top dead center angle count value of each cylinder to obtain the corrected top dead center angle count value of each cylinder, wherein the corrected top dead center angle count value is greater than the current angle count value, the difference between the corrected top dead center angle count value and the current angle count value is less than the execution period angle count value, and the difference between the corrected top dead center angle count value and the original top dead center angle count value is equal to an integer multiple of the execution period angle count value; calculate the ignition start angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the advance angle offset; and calculate the ignition end angle count value of each cylinder according to the corrected top dead center angle count value of each cylinder and the closing angle offset.

10. An engine ignition control apparatus characterized by comprising: The engine ignition control device comprises a processor, a memory, and an engine ignition control program stored on the memory and executable by the processor, wherein when the engine ignition control program is executed by the processor, the steps of the engine ignition control method according to any one of claims 1 to 3 are implemented.

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