ECU automatic detection device and detection method

Abstract

The ECU automatic detection device comprises an upper computer, an electronic control gear train mechanism and an electronic control fuel injector set, the upper computer comprises an industrial personal computer, a communication board card, an analog quantity output board card and a high-speed acquisition card, and the industrial personal computer is in signal connection with the communication board card, the analog quantity output board card and the high-speed acquisition card; the analog quantity output board card is connected with a common rail pressure input interface on the ECU to be tested and is used for simulating a rail pressure signal; the output end of the communication board card is electrically connected with the electronic control gear train mechanism and the ECU to be tested. The electronic control gear train mechanism outputs a camshaft rotating speed signal and two crankshaft rotating speed signals, and is connected with corresponding interfaces on the ECU to be tested; according to the ECU automatic detection device and the detection method, the driving time sequence and the waveform of the signal driving interface of the ECU fuel injector can be automatically detected, the detection report is automatically generated, and the testing function of the ECU is expanded.

Description

Technical Field

[0001] The present invention relates to the technical field of diesel engine detection, in particular to an ECU automatic detection device and a detection method. Background Art

[0002] ECU is an important component of the diesel engine's electronic control system and is crucial to the diesel engine's performance, stability and reliability.

[0003] At present, traditional ECU test systems can only realize the functional detection of input and output signal interfaces, and cannot effectively detect the drive timing and waveform of the injector signal drive interface. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the existing defects and provide an ECU automatic detection device and detection method, which can automatically detect the drive timing and waveform of the ECU injector signal drive interface and automatically generate an inspection report, which can effectively solve the problems in the background technology.

[0005] To achieve the above object, the present invention provides the following technical solution: an ECU automatic detection device, comprising a host computer, an electronically controlled gear train mechanism, and an electronically controlled fuel injector group, wherein the host computer comprises an industrial computer, a communication board, an analog output board, and a high-speed acquisition card, wherein the industrial computer is signal-connected to the communication board, the analog output board, and the high-speed acquisition card respectively;

[0006] The analog output board is connected to the common rail pressure input interface on the ECU to be tested, and is used to simulate the rail pressure signal;

[0007] The output end of the communication board is electrically connected to the electronically controlled gear train mechanism and the ECU to be tested respectively;

[0008] The electronically controlled gear train mechanism outputs a camshaft speed signal and two crankshaft speed signals, and is connected to corresponding interfaces on the ECU to be tested;

[0009] The plurality of electronically controlled fuel injectors in the electronically controlled fuel injector group are respectively connected to corresponding fuel injector drive interfaces on the ECU to be tested;

[0010] The output signal of the electronically controlled gear train mechanism and the output signal of each electronically controlled fuel injector are all connected to the high-speed acquisition card signal.

[0011] As a preferred technical solution of the present invention, the electronically controlled gear train mechanism uses a motor to drive two gear plates with a speed ratio of 1:2, namely a camshaft gear plate and a crankshaft gear plate.

[0012] As a preferred technical solution of the present invention, the camshaft gear plate is a single magnetic pin gear, which is equipped with a speed sensor for outputting a camshaft speed signal;

[0013] The crankshaft gear plate is a gear with two missing teeth, and two independent speed sensors are installed at different angles to output two crankshaft speed signals.

[0014] As a preferred technical solution of the present invention, the relative positions of the camshaft gear plate and the crankshaft gear plate are adjustable, and can be adjusted according to the positions of the camshaft gear plate magnetic pins and the crankshaft gear plate missing teeth configured in different ECUs to be tested.

[0015] An ECU automatic detection method includes the following steps:

[0016] S1: The host computer controls the electronically controlled gear train through the communication board to rotate and simulate the operation of the diesel engine, providing camshaft speed signals and crankshaft speed signals to the ECU under test. The host computer provides the rail pressure signal to the ECU under test through the analog output board. After the ECU under test detects that the diesel engine has reached the ignition speed, the rail pressure is established, and the injection timing is successfully synchronized, it starts to drive each electronically controlled injector to start injecting fuel;

[0017] S2: After the detection starts, the host computer performs edge triggering through the acquisition channel of the high-speed acquisition card. When the signal is triggered, the industrial computer reads the data of each acquisition channel of the high-speed acquisition card, analyzes and calculates the injection angle, peak current, boost current, holding current, boost current time, boost voltage, and holding current time of each electronically controlled injector;

[0018] S3: Compare the values ​​collected in step S2 with the values ​​set by the ECU to be tested to determine whether the performance of the ECU to be tested meets the requirements.

[0019] Compared with the prior art, the present invention has the following beneficial effects: the ECU automatic detection device and detection method simulate the camshaft speed signal and crankshaft speed signal required for injector injection control through an electronically controlled gear train mechanism, and can realize the complete high-pressure common rail system fuel injection process without the actual operation of the diesel engine. The drive timing and waveform of the injector signal drive interface are effectively detected, and a test report is finally generated, thereby expanding the function of the ECU and improving the accuracy of diesel engine test performance detection. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of the system of the present invention;

[0021] Figure 2 This is a schematic diagram of signal acquisition for each channel of the high-speed acquisition card;

[0022] Figure 3 Schematic diagram of the high-speed acquisition card acquisition channel obtaining electronic fuel injector waveform data. DETAILED DESCRIPTION

[0023] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0024] See also Figure 1 The present invention provides a technical solution: an ECU automatic detection device, comprising a host computer, an electronically controlled gear train mechanism and an electronically controlled fuel injector group, wherein the host computer comprises an industrial computer, a communication board, an analog output board and a high-speed acquisition card, wherein the industrial computer is respectively connected to the communication board, the analog output board and the high-speed acquisition card for signal connection;

[0025] The analog output board is connected to the common rail pressure input interface on the ECU to be tested to simulate the rail pressure signal;

[0026] The output end of the communication board is electrically connected to the electronically controlled gear train mechanism and the ECU under test, respectively. The electronically controlled gear train mechanism uses a motor to drive two gear plates with a speed ratio of 1:2, namely the camshaft gear plate and the crankshaft gear plate. The camshaft gear plate is a single magnetic pinion gear and is equipped with a speed sensor for outputting a camshaft speed signal to the camshaft speed input interface on the ECU under test. In this embodiment, the crankshaft gear plate is a 60-2 gear, and two independent speed sensors are installed at different angles for outputting crankshaft speed 1 and crankshaft speed 2 signals to the crankshaft speed 1 input interface and crankshaft speed 2 input interface on the ECU under test. The form of the speed measuring plate is not limited to a magnetic pinion gear and a toothless gear plate; other forms of protrusions or recesses are also acceptable.

[0027] The multiple electronically controlled fuel injectors in the electronically controlled fuel injector group are respectively connected to the corresponding fuel injector drive interfaces on the ECU to be tested, such as electronically controlled fuel injector 1 is connected to the fuel injector 1 drive interface on the ECU to be tested, electronically controlled fuel injector 2 is connected to the fuel injector 2 drive interface on the ECU to be tested, electronically controlled fuel injector 3 is connected to the fuel injector 3 drive interface on the ECU to be tested, and so on;

[0028] Multiple channels are set on the high-speed acquisition card to connect with the output signals of the electronically controlled gear train and the output signals of each electronically controlled injector, such as:

[0029] The camshaft speed signal is connected to the acquisition channel 1 of the high-speed acquisition card;

[0030] The crankshaft speed 1 signal is connected to the acquisition channel 2 of the high-speed acquisition card;

[0031] The crankshaft speed 2 signal is connected to the acquisition channel 3 of the high-speed acquisition card;

[0032] The driving signal of the electronically controlled fuel injector 1 is connected to the acquisition channel 4 of the high-speed acquisition card;

[0033] The driving signal of the electronically controlled fuel injector 2 is connected to the acquisition channel 5 of the high-speed acquisition card;

[0034] The driving signal of the electronically controlled fuel injector 3 is connected to the acquisition channel 6 of the high-speed acquisition card;

[0035] …

[0036] The driving signal of the electronically controlled fuel injector n is connected to the acquisition channel n of the high-speed acquisition card.

[0037] A detection method for an ECU automatic detection device comprises the following steps:

[0038] S1: Before the test begins, the host computer reads the relative angle between the camshaft sprocket magnetic pin and the crankshaft sprocket missing tooth set by the ECU to be tested through communication. The operator adjusts the relative angle between the camshaft sprocket magnetic pin and the crankshaft sprocket missing tooth of the electronically controlled gear train mechanism according to the read relative angle;

[0039] S2: At the start of the test, the crankshaft speed 2 signal is disconnected from the ECU under test, and the test begins with crankshaft speed 1 as the crankshaft signal: the host computer controls the rotation of the electronically controlled gear train mechanism to simulate the operation of the diesel engine. The host computer reads the synchronization status of the ECU under test. If the synchronization status of the ECU under test fails, the test device alarms and stops the test; if the synchronization status of the ECU under test is successful, the test continues;

[0040] like Figure 2 As shown, the host computer communication sets the high-speed acquisition card acquisition channel 1 to rising edge trigger. When the signal is triggered, the data of the high-speed acquisition card acquisition channel 1, acquisition channel 2, acquisition channel 4, acquisition channel 5, acquisition channel 6 to acquisition channel 7 are obtained, corresponding to the camshaft speed signal, crankshaft speed 1 signal, injector drive signal 1, injector drive signal 2, injector drive signal 3 to injector drive signal n;

[0041] The data collected by the acquisition channel 2 of the high-speed acquisition card is analyzed and calculated to obtain the current crankshaft speed 1 as n, where n = 60 / t, t is the total time interval of 58 pulses of the crankshaft signal, t is in seconds, and n is in r / min. The host computer reads the crankshaft speed 1 of the ECU under test through communication for comparison to test whether the monitoring function of the crankshaft speed 1 of the ECU under test is normal;

[0042] The data collected by acquisition channels 1 and 2 of the high-speed acquisition card are analyzed and calculated to obtain the zero-tooth moment of crankshaft speed 1 (the crankshaft rotation angle when the missing crankshaft tooth first passes crankshaft speed sensor 1 after the camshaft magnetic pin passes the camshaft speed sensor). The data collected by acquisition channel 4 of the high-speed acquisition card are analyzed and calculated to obtain the injection start angle α of the electronically controlled injector drive signal 1 (α is the angle difference between the crankshaft angle corresponding to the moment when the injector drive current begins to increase and the zero-tooth moment of crankshaft speed 1). The host computer reads the injection start angle of injector 1 set by the ECU under test through communication and compares it to test whether the injector 1 drive interface function is normal;

[0043] like Figure 3 As shown, the injector 1 drive waveform data collected by the acquisition channel 4 of the high-speed acquisition card is analyzed and calculated to obtain the current peak current, boost current, holding current, boost current time, and holding current time of each electronically controlled injector. The upper computer reads the peak current, boost current, holding current, boost current time, and holding current time of each cylinder injector of the ECU through communication and compares them to test whether the injection function of the ECU to be tested is normal. The detection method of the injector drive interface 2, the injector drive interface 3 to the injector drive interface n is the same as that of the injector drive interface 1.

[0044] After the crankshaft speed 1 related function test is completed, stop the rotation of the electronically controlled gear system, disconnect the crankshaft speed 1 from the ECU to be tested, restore the connection between the crankshaft speed 2 and the ECU to be tested, and start the test with the crankshaft speed 2 as the crankshaft signal. The test method is the same as that of the crankshaft speed 1.

[0045] When the number of injector drive channels of the ECU to be tested is greater than 4, the injector drive channels of the ECU to be tested can be grouped and tested in sequence, with each group containing four injectors.

[0046] After all interface tests are completed, the host computer automatically generates a test report based on the test results.

[0047] Parts of the invention not described in detail are prior art. Although embodiments of the present invention have been shown and described, it is understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the invention. The scope of the invention is defined by the appended claims and their equivalents.

Claims

1. An ECU automatic detection device, characterized in that: It includes a host computer, an electronically controlled gear train mechanism and an electronically controlled fuel injector group. The host computer includes an industrial computer, a communication board, an analog output board and a high-speed acquisition card. The industrial computer is respectively connected to the communication board, the analog output board and the high-speed acquisition card. The analog output board is connected to the common rail pressure input interface on the ECU to be tested, and is used to simulate the rail pressure signal; The output end of the communication board is electrically connected to the electronically controlled gear train mechanism and the ECU to be tested respectively; The electronically controlled gear train mechanism outputs a camshaft speed signal and two crankshaft speed signals, and is connected to corresponding interfaces on the ECU to be tested; The plurality of electronically controlled fuel injectors in the electronically controlled fuel injector group are respectively connected to corresponding fuel injector drive interfaces on the ECU to be tested; The output signal of the electronically controlled gear train mechanism and the output signal of each electronically controlled fuel injector are all connected to the high-speed acquisition card signal.

2. The ECU automatic detection device according to claim 1, characterized in that: The electronically controlled gear train mechanism uses a motor to drive two gear plates with a speed ratio of 1:2, namely a camshaft gear plate and a crankshaft gear plate.

3. The ECU automatic detection device according to claim 2, characterized in that: The camshaft gear plate is a single magnetic pinion gear and is equipped with a speed sensor for outputting a camshaft speed signal; The crankshaft gear plate is a gear with two missing teeth, and two independent speed sensors are installed at different angles to output two crankshaft speed signals.

4. The ECU automatic detection device according to claim 3, characterized in that: The relative positions of the camshaft gear plate and the crankshaft gear plate are adjustable, and can be adjusted according to the positions of the camshaft gear plate magnetic pins and the crankshaft gear plate missing teeth configured for different ECUs to be tested.

5. The detection method of an ECU automatic detection device according to any one of claims 1 to 4, characterized in that: The steps include: S1: The host computer controls the electronically controlled gear train through the communication board to rotate and simulate the operation of the diesel engine, providing camshaft speed signals and crankshaft speed signals to the ECU under test. The host computer provides the rail pressure signal to the ECU under test through the analog output board. After the ECU under test detects that the diesel engine has reached the ignition speed, the rail pressure is established, and the injection timing is successfully synchronized, it starts to drive each electronically controlled injector to start injecting fuel; S2: After the detection starts, the host computer performs edge triggering through the acquisition channel of the high-speed acquisition card. When the signal is triggered, the industrial computer reads the data of each acquisition channel of the high-speed acquisition card, analyzes and calculates the injection angle, peak current, boost current, holding current, boost current time, boost voltage, and holding current time of each electronically controlled injector; S3: Compare the values ​​collected in step S2 with the values ​​set by the ECU to be tested to determine whether the performance of the ECU to be tested meets the requirements.

Images