Camshaft deviation determination method and device, vehicle, medium and product

Abstract

The invention discloses a camshaft deviation determination method and device, a vehicle, a medium and a product. The method comprises the steps that multiple sets of actually-measured seating knock data are obtained, and the seating knock data are data collected when an engine is in a reverse towing state and an ignition signal is shielded; according to vibration amplitude difference characteristics of the engine between each group of actually measured seating knock data and standard seating knock data, a plurality of correlation coefficients of each group of actually measured seating knock data and a crank angle corresponding to each correlation coefficient are determined, and the standard seating knock data are seating knock data when no camshaft deviation exists; and determining the camshaft deviation according to the plurality of correlation coefficients of each group of actually measured seating knock data and the crank angle corresponding to each correlation coefficient. According to the technical scheme, the camshaft deviation can be determined more accurately.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of vehicle technology, and in particular to a method, apparatus, vehicle, medium and product for determining camshaft deviation. Background Technology

[0002] In an engine, the exhaust valve, intake valve, camshaft, and other parts together form the valve train. The opening and closing of the exhaust valve and intake valve are controlled by the camshaft, which is driven by the crankshaft through a transmission device.

[0003] Camshaft misalignment is the angle by which the camshaft deviates from its reference position (the position where the camshaft is aligned with the crankshaft). Camshaft misalignment is a crucial factor affecting the accuracy of in-cylinder air intake. Camshaft misalignment leads to intake volume deviations, which in turn affect engine performance, fuel consumption, and emissions. Therefore, determining camshaft misalignment is a pressing issue that needs to be addressed. Summary of the Invention

[0004] The present invention provides a method, apparatus, vehicle, medium and product for determining camshaft deviation that at least partially solves the above problems, and can determine camshaft deviation more accurately.

[0005] According to one aspect of the present invention, a method for determining camshaft deviation is provided, comprising:

[0006] Multiple sets of measured seat knock data were obtained. The seat knock data were collected when the engine was in reverse and the ignition signal was blocked.

[0007] Based on the difference characteristics of engine vibration amplitude between each group of measured seat knock data and standard seat knock data, multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient are determined. The standard seat knock data is the seat knock data when there is no camshaft deviation.

[0008] Based on the multiple correlation coefficients of the measured seat knock data of each group and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined.

[0009] In some embodiments of the present invention, based on the differences in engine vibration amplitude between each set of measured seat knock data and standard seat knock data, multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient are determined, including:

[0010] The sampling timestamps of each group of measured seat knock data were aligned with those of the standard seat knock data. Correlation analysis was performed on each group of measured seat knock data to obtain multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. The crankshaft angle corresponding to the correlation coefficient was determined based on the movement time of the standard seat knock data when the correlation coefficient was obtained.

[0011] In some embodiments of the present invention, the sampling timestamps of each set of measured seat knock data are aligned with those of standard seat knock data, and correlation analysis is performed on each set of measured seat knock data to obtain multiple correlation coefficients of each set of measured seat knock data and the crankshaft rotation angle corresponding to each correlation coefficient, including:

[0012] The standard seat detonation data is moved according to a preset time step. After each move, the standard seat detonation data is convolved with each group of measured seat detonation data to obtain multiple correlation coefficients for each group of measured seat detonation data.

[0013] Based on the travel time of the standard seat knock data when obtaining the correlation coefficient, the crankshaft angle corresponding to each correlation coefficient is determined.

[0014] In some embodiments of the present invention, the camshaft deviation is determined based on multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient, including:

[0015] The maximum correlation coefficient among the multiple correlation coefficients of each group of measured seat-down knockdown data is determined as the target correlation coefficient of each group of measured seat-down knockdown data.

[0016] The target correlation coefficients of the multiple sets of measured seat knock data are filtered to obtain a target correlation coefficient set, wherein the target correlation coefficients in the target correlation coefficient set are greater than the correlation coefficient threshold;

[0017] The camshaft deviation is determined based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient.

[0018] In some embodiments of the present invention, determining the camshaft deviation based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient includes:

[0019] Based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle;

[0020] The ratio of the fusion angle to the target coefficient is determined as the camshaft deviation, wherein the target coefficient is the sum of the target correlation coefficients in the target correlation coefficient set.

[0021] In some embodiments of the present invention, multiple sets of measured seat-and-knock data are obtained, including:

[0022] Get the preset seating timestamp;

[0023] The crankshaft angle window is determined based on the preset seating timestamp and offset time threshold.

[0024] Multiple sets of measured seat knock data were obtained based on the crankshaft angle window.

[0025] In some embodiments of the present invention, before determining multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the engine vibration amplitude difference characteristics between each set of measured seat knock data and standard seat knock data, the method further includes:

[0026] Acquire preset seat knock data and multiple sets of historical seat knock data, wherein the preset seat knock data is a pre-set seat knock data when there is no camshaft deviation;

[0027] Historical sitting detonation data with a similarity greater than a preset sitting detonation data threshold are identified as sitting detonation data to be processed.

[0028] The periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

[0029] In some embodiments of the present invention, the periodic features of the seat-down knock data to be processed are extracted, and noise data is filtered out to obtain standard seat-down knock data, including:

[0030] Linear operator operations are performed on the detonation data to be processed to obtain envelope data;

[0031] Based on the envelope data, the periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

[0032] In some embodiments of the present invention, based on the envelope data, periodic features of the seat-down detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat-down detonation data, including:

[0033] The envelope data and the detonation data to be processed are convolved to obtain standard detonation data.

[0034] According to another aspect of the present invention, a camshaft deviation determination device is provided, the device comprising:

[0035] The measured seat knock data acquisition module is used to acquire multiple sets of measured seat knock data. The seat knock data is collected when the engine is in a reverse-dragging state and the ignition signal is blocked.

[0036] The correlation coefficient and the crankshaft angle corresponding to the correlation coefficient are used to determine multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the difference characteristics of engine vibration amplitude between each set of measured seat knock data and standard seat knock data. The standard seat knock data is the seat knock data when there is no camshaft deviation.

[0037] The camshaft deviation determination module is used to determine the camshaft deviation based on multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient.

[0038] In some embodiments of the present invention, the correlation coefficient and the crankshaft angle determination module corresponding to the correlation coefficient are specifically used for:

[0039] The sampling timestamps of each group of measured seat knock data were aligned with those of the standard seat knock data. Correlation analysis was performed on each group of measured seat knock data to obtain multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. The crankshaft angle corresponding to the correlation coefficient was determined based on the movement time of the standard seat knock data when the correlation coefficient was obtained.

[0040] In some embodiments of the present invention, the correlation coefficient and the crankshaft angle determination module corresponding to the correlation coefficient are specifically used for:

[0041] The standard seat detonation data is moved according to a preset time step. After each move, the standard seat detonation data is convolved with each group of measured seat detonation data to obtain multiple correlation coefficients for each group of measured seat detonation data.

[0042] Based on the travel time of the standard seat knock data when obtaining the correlation coefficient, the crankshaft angle corresponding to each correlation coefficient is determined.

[0043] In some embodiments of the present invention, the camshaft deviation determination module is specifically used for:

[0044] The maximum correlation coefficient among the multiple correlation coefficients of each group of measured seat-down knockdown data is determined as the target correlation coefficient of each group of measured seat-down knockdown data.

[0045] The target correlation coefficients of the multiple sets of measured seat knock data are filtered to obtain a target correlation coefficient set, wherein the target correlation coefficients in the target correlation coefficient set are greater than the correlation coefficient threshold;

[0046] The camshaft deviation is determined based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient.

[0047] In some embodiments of the present invention, the camshaft deviation determination module is specifically used for:

[0048] Based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle;

[0049] The ratio of the fusion angle to the target coefficient is determined as the camshaft deviation, wherein the target coefficient is the sum of the target correlation coefficients in the target correlation coefficient set.

[0050] In some embodiments of the present invention, the measured seat-and-knock data acquisition module is specifically used for:

[0051] Get the preset seating timestamp;

[0052] The crankshaft angle window is determined based on the preset seating timestamp and offset time threshold.

[0053] Multiple sets of measured seat knock data were obtained based on the crankshaft angle window.

[0054] In some embodiments of the present invention, it further includes:

[0055] The module for acquiring preset seat knock data and multiple sets of historical seat knock data is used to acquire preset seat knock data and multiple sets of historical seat knock data before determining multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the engine vibration amplitude difference characteristics between each set of measured seat knock data and standard seat knock data. The preset seat knock data is the seat knock data that is preset without camshaft deviation.

[0056] The module for determining seat detonation data to be processed is used to determine historical seat detonation data with a similarity greater than a preset similarity threshold as seat detonation data to be processed.

[0057] The standard seating detonation data determination module is used to extract the periodic features of the seating detonation data to be processed and filter out noise data to obtain standard seating detonation data.

[0058] In some embodiments of the present invention, the standard seating knock data determination module is specifically used for:

[0059] Linear operator operations are performed on the detonation data to be processed to obtain envelope data;

[0060] Based on the envelope data, the periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

[0061] In some embodiments of the present invention, the standard seating knock data determination module is specifically used for:

[0062] The envelope data and the detonation data to be processed are convolved to obtain standard detonation data.

[0063] According to another aspect of the present invention, a vehicle is provided, the vehicle comprising:

[0064] At least one processor; and

[0065] A memory communicatively connected to the at least one processor; wherein,

[0066] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the camshaft deviation determination method according to any embodiment of the present invention.

[0067] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the camshaft deviation determination method according to any embodiment of the present invention.

[0068] According to another aspect of the present invention, a computer program product is provided, which, when executed by a processor, implements the camshaft deviation determination method as described in any of the embodiments of the present invention.

[0069] The technical solution of this embodiment acquires multiple sets of measured seat knock data when the engine is in a reverse-dragging state and the ignition signal is blocked. Based on the difference characteristics of the engine vibration amplitude between each set of measured seat knock data and standard seat knock data, multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient are determined. Based on the multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined. Since this embodiment of the invention determines the multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the difference characteristics of the engine vibration amplitude between each set of measured seat knock data and standard seat knock data, even if there are changes in seat weight and speed during the determination of camshaft deviation, it will not affect the accuracy of camshaft deviation determination, thus enabling more accurate determination of camshaft deviation.

[0070] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0071] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0072] Figure 1 This is a flowchart of the first camshaft deviation determination method in this embodiment of the invention;

[0073] Figure 2 This is a flowchart of the second camshaft deviation determination method in this embodiment of the invention;

[0074] Figure 3 This is a comparison chart of the seat detonation data to be processed and the standard seat detonation data in an embodiment of the present invention;

[0075] Figure 4 This is a schematic diagram of a camshaft deviation determination device according to an embodiment of the present invention;

[0076] Figure 5 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0077] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0078] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0079] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0080] Example 1

[0081] Figure 1 This is a flowchart of a first camshaft deviation determination method provided in an embodiment of the present invention. This embodiment is applicable to the determination of camshaft deviation in engines. The method can be executed by the camshaft deviation determination device in this embodiment, which can be implemented in software and / or hardware, such as... Figure 1 As shown, the method specifically includes the following steps:

[0082] S101. Obtain multiple sets of measured seat-and-knock data.

[0083] Among them, the seat knock data is collected when the engine is in reverse and the ignition signal is blocked.

[0084] In this scenario, the engine is in a reverse-dragging state. At this time, the engine continues to draw in and exhaust air, but stops supplying fuel. When the engine is in a reverse-dragging state, the air drawn into the cylinder is quickly expelled without being burned.

[0085] It should be noted that the combustion of gases within the engine has a significant impact on the vibration signal collected by the knock sensor. The vibration generated by valve seating is much smaller than that generated by combustion of gases within the engine, and the ignition signal is similar to the vibration signal collected by the knock sensor. Therefore, in this embodiment of the invention, when the engine is in a reverse-engine state (no combustion of gases in the engine cylinders) and the ignition signal is shielded, the vibration signal corresponding to valve seating is collected by the knock sensor. This allows for the acquisition of a more accurate vibration signal corresponding to valve seating, thereby improving the accuracy of the camshaft deviation determined based on the vibration signal corresponding to valve seating.

[0086] It should be noted that camshaft misalignment can lead to intake air volume misalignment. For example, if the intake air volume is too low, it will result in incomplete combustion, which in turn will cause emissions pollution and increased fuel consumption.

[0087] It should be noted that during engine operation, factors such as excessive ignition timing advance (ignition advance angle), engine load, temperature, and fuel quality can cause engine knocking. When knocking occurs, combustion occurs before the piston reaches top dead center, resulting in noise and reduced engine power in mild cases, and damage to engine mechanical components in severe cases. To prevent knocking, a knock sensor is an indispensable component that monitors engine knocking. When knocking occurs, the knock sensor converts the engine's mechanical vibrations into a signal voltage and sends it to the ECU (Electronic Control Unit). The ECU, based on its pre-stored ignition and other data, promptly calculates and corrects the ignition advance angle to adjust the ignition timing and prevent knocking.

[0088] The engine camshaft deviation identification method provided in this invention is applicable to engines equipped with a single knock sensor, or engines equipped with multiple knock sensors. The engine camshaft deviation identification method provided in this invention is applicable to detecting both intake camshaft deviation and exhaust camshaft deviation.

[0089] In this embodiment of the invention, multiple sets of measured seat-down knock data can be obtained by: collecting multiple sets of measured seat-down knock data using a knock sensor. Alternatively, multiple sets of measured seat-down knock data can be obtained based on a crankshaft angle window. The crankshaft angle window is determined based on a preset seat-down timestamp and an offset time threshold. For example, if the preset seat-down timestamp is F and the offset time threshold is H, then the crankshaft angle window is determined to be [FH, F+H]. In a specific example, when the engine is in a reverse-dragging state and the ignition signal is blocked, knock data collected by the knock sensor is acquired once per engine revolution. The knock data collected by the knock sensor is then filtered according to the crankshaft angle window to obtain the knock data corresponding to the crankshaft angle window, and then the knock data corresponding to the crankshaft angle window is determined as the seat-down knock data.

[0090] Optionally, obtain multiple sets of measured seat-based knockback data, including:

[0091] Get the preset seating timestamp;

[0092] The crankshaft angle window is determined based on the preset seating timestamp and offset time threshold.

[0093] Multiple sets of measured seat knock data were obtained based on the crankshaft angle window.

[0094] The preset valve seating timestamp is a pre-set valve seating timestamp. The offset time threshold can be a pre-set valve seating time offset. The offset time threshold can be one time offset or two time offsets.

[0095] Specifically, the crankshaft angle window can be determined based on the preset seating timestamp and offset time threshold as follows: the start and end timestamps of the crankshaft angle window are determined based on the preset seating timestamp and offset time threshold, and the crankshaft angle window is determined based on the start and end timestamps of the crankshaft angle window.

[0096] In a specific example, if the offset time threshold is one time offset, the preset landing timestamp is F, and the offset time threshold is H, then the crankshaft angle window is determined to be [FH, F+H]. If the offset time threshold is two time offsets, the preset landing timestamp is F, and the offset time threshold includes H and N, then the crankshaft angle window is determined to be [FH, F+N].

[0097] Specifically, the method for obtaining multiple sets of measured seat knock data based on the crankshaft angle window can be as follows: According to a preset sampling number and a preset sampling period, multiple sets of measured seat knock data are obtained based on the crankshaft angle window. Each sampling period acquires one set of measured seat knock data corresponding to the crankshaft angle window. For example, when the engine is in a reverse-dragging state and the ignition signal is disabled, it rotates N revolutions. For each revolution of the engine, a set of measured seat knock data corresponding to the crankshaft angle window is acquired, ultimately obtaining N sets of measured seat knock data.

[0098] S102. Based on the differences in engine vibration amplitude between the measured seat knock data and the standard seat knock data in each group, determine multiple correlation coefficients of the measured seat knock data in each group and the crankshaft rotation angle corresponding to each correlation coefficient.

[0099] The crankshaft angle refers to the angle of rotation of the engine crankshaft, expressed in degrees. The crankshaft angle is determined by the angles corresponding to the different positions the crankshaft passes through during one revolution. The corresponding piston position is obtained from the crankshaft angle, thus determining the engine's ignition timing. Specifically, one revolution of the engine crankshaft is 360 degrees. Using the crankshaft angle as a reference, the ignition timing of a spark-ignition engine is set, the fuel injection timing of a compression-ignition engine is set, the opening and closing time and angle of the intake and exhaust valves are set, and the piston's guide distribution is controlled. The crankshaft angle is expressed in °CA, where 1°CA represents one degree of the 360-degree crankshaft rotation. Generally, 0°CA is defined as the piston reaching top dead center.

[0100] The standard seat-and-knock data may include: the vibration amplitude of the standard vibration signal and the sampling timestamp of the standard vibration signal. The measured seat-and-knock data may include: the vibration amplitude of the measured vibration signal and the sampling timestamp of the measured vibration signal.

[0101] The standard seat knock data refers to seat knock data under conditions where there is no camshaft deviation. This standard seat knock data can be historical seat knock data or pre-set seat knock data under ideal conditions. It should be noted that "no camshaft deviation" means that the set position of the camshaft is aligned with the set position of the crankshaft.

[0102] Among them, the multiple correlation coefficients of each group of measured sitting detonation data are obtained by moving the standard sitting detonation data according to the preset time step. After each movement, the standard sitting detonation data is convolved with each group of measured sitting detonation data.

[0103] Among them, the crankshaft angle corresponding to each correlation coefficient is the crankshaft angle corresponding to the sampling timestamp of the vibration signal in the measured seated knock data that is aligned with the first vibration signal in the standard seated knock data after each movement, according to the preset time step.

[0104] Specifically, based on the differences in engine vibration amplitude between the measured seat knock data and the standard seat knock data, the method for determining multiple correlation coefficients and the crankshaft angle corresponding to each correlation coefficient for each set of measured seat knock data can be as follows: Align the sampling timestamps of each set of measured seat knock data with the standard seat knock data, and perform correlation analysis on each set of measured seat knock data to obtain multiple correlation coefficients and the crankshaft angle corresponding to each correlation coefficient. Alternatively, based on the differences in engine vibration amplitude between the measured seat knock data and the standard seat knock data, the method for determining multiple correlation coefficients and the crankshaft angle corresponding to each correlation coefficient can be as follows: Move the standard seat knock data according to a preset time step. After each move, perform a convolution operation between the standard seat knock data and each set of measured seat knock data to obtain multiple correlation coefficients for each set of measured seat knock data; determine the crankshaft angle corresponding to each correlation coefficient based on the moving time of the standard seat knock data when obtaining the correlation coefficients.

[0105] Optionally, based on the differences in engine vibration amplitude between each group of measured seat-down knock data and standard seat-down knock data, determine multiple correlation coefficients for each group of measured seat-down knock data and the crankshaft angle corresponding to each correlation coefficient, including:

[0106] The sampling timestamps of each group of measured seat knock data were aligned with those of the standard seat knock data. Correlation analysis was performed on each group of measured seat knock data to obtain multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. The crankshaft angle corresponding to the correlation coefficient was determined based on the movement time of the standard seat knock data when the correlation coefficient was obtained.

[0107] The sampling timestamp refers to the sampling timestamp of the vibration signal in the measured seated detonation data and the sampling timestamp of the vibration signal in the standard seated detonation data. Specifically, the method for aligning the sampling timestamps of each set of measured seated detonation data with the standard seated detonation data can be as follows: the standard seated detonation data is moved according to a set time step, and after each movement, the sampling timestamp of the first vibration signal in the moved standard seated detonation data is aligned with the sampling timestamp of the corresponding vibration signal in the measured seated detonation data.

[0108] Specifically, the sampling timestamps of each group of measured seated detonation data and the standard seated detonation data are aligned. The correlation analysis of each group of measured seated detonation data can be performed by moving the standard seated detonation data according to a preset time step. After each movement, the standard seated detonation data and each group of measured seated detonation data are convolved to perform correlation analysis on each group of measured seated detonation data.

[0109] Optionally, the sampling timestamps of each set of measured seat-down knock data are aligned with those of the standard seat-down knock data. Correlation analysis is then performed on each set of measured seat-down knock data to obtain multiple correlation coefficients for each set of measured seat-down knock data and the crankshaft angle corresponding to each correlation coefficient, including:

[0110] The standard seat detonation data is moved according to a preset time step. After each move, the standard seat detonation data is convolved with each group of measured seat detonation data to obtain multiple correlation coefficients for each group of measured seat detonation data.

[0111] Based on the travel time of the standard seat knock data when obtaining the correlation coefficient, the crankshaft angle corresponding to each correlation coefficient is determined.

[0112] Specifically, the standard seated detonation data is moved according to a preset time step. After each move, the standard seated detonation data is convolved with each group of measured seated detonation data to obtain multiple correlation coefficients for each group of measured seated detonation data. The method is as follows: The standard seated detonation data is moved according to a preset time step. After each move, the first vibration signal in the standard seated detonation data is aligned with the corresponding vibration signal in each group of measured seated detonation data. After alignment, the standard seated detonation data is convolved with each group of measured seated detonation data to obtain multiple correlation coefficients for each group of measured seated detonation data.

[0113] In a specific example, after aligning the first vibration signal in the standard seat-down knock data with the first vibration signal in the measured seat-down knock data R, the standard seat-down knock data and the measured seat-down knock data R are convolved to obtain the correlation coefficient A1. The crankshaft angle corresponding to the sampling timestamp of the first vibration signal in the measured seat-down knock data R is determined as the crankshaft angle corresponding to the correlation coefficient A1. The standard seat-down knock data is shifted away from the first vibration signal in the measured seat-down knock data R by a time step X. The standard seat-down knock data after the shift by time step X is convolved with the measured seat-down knock data R to obtain the correlation coefficient A2. The crankshaft angle corresponding to the sampling timestamp of the vibration signal in the measured seat-down knock data R that is aligned with the first vibration signal in the standard seat-down knock data after the shift by time step X is determined as the crankshaft angle corresponding to the correlation coefficient A2. The standard seat-down knock data is shifted away from the first vibration signal in the measured seat-down knock data R by a time step X. The standard seat knock data after shifting by two time steps X is convolved with the measured seat knock data R to obtain the correlation coefficient A3. The crankshaft angle corresponding to the sampling timestamp of the vibration signal in the measured seat knock data R that is aligned with the first vibration signal in the standard seat knock data after shifting by two time steps X is determined as the crankshaft angle corresponding to the correlation coefficient A3. ... The standard seat knock data is shifted by n time steps X in the direction away from the first vibration signal in the measured seat knock data R. The standard seat knock data after shifting by n time steps X is convolved with the measured seat knock data R to obtain the correlation coefficient An. The crankshaft angle corresponding to the sampling timestamp of the vibration signal in the measured seat knock data R that is aligned with the first vibration signal in the standard seat knock data after shifting by n time steps X is determined as the crankshaft angle corresponding to the correlation coefficient An. This leads to the acquisition of multiple correlation coefficients for the measured seat knock data R, namely: A1, A2, ... An. The crankshaft angle corresponding to each correlation coefficient is also obtained. This process is repeated to obtain multiple correlation coefficients for each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient.

[0114] Specifically, the method for determining the crankshaft angle corresponding to each correlation coefficient based on the movement time of the standard seat knock data when acquiring the correlation coefficient can be as follows: Based on the movement time of the standard seat knock data when acquiring the correlation coefficient, determine the sampling timestamp of the target vibration signal in the measured seat knock data that aligns with the first vibration signal in the standard seat knock data. The crankshaft angle corresponding to the sampling timestamp of the target vibration signal is then determined as the crankshaft angle corresponding to the correlation coefficient.

[0115] In another specific example, after aligning the first vibration signal in the standard seat detonation data with the first vibration signal in the measured seat detonation data R, the standard seat detonation data and the measured seat detonation data R are convolved to obtain the correlation coefficient A1. The standard seat detonation data is then shifted by a time step X in a direction away from the first vibration signal of the measured seat detonation data R. The standard seat detonation data shifted by time step X is then convolved with the measured seat detonation data R to obtain the correlation coefficient A2. The standard seat-based knockdown data is shifted by 2 time steps X in the direction away from the first vibration signal of the measured seat-based knockdown data R. The standard seat-based knockdown data shifted by 2 time steps X is then convolved with the measured seat-based knockdown data R to obtain correlation coefficients A3, ... . This process is repeated, shifting the standard seat-based knockdown data by n time steps X in the direction away from the first vibration signal of the measured seat-based knockdown data R, and then convolving the standard seat-based knockdown data shifted by n time steps X with the measured seat-based knockdown data R to obtain correlation coefficients An. This yields multiple correlation coefficients for the measured seat-based knockdown data R, namely A1, A2, ... An. This process is repeated for each set of measured seat-based knockdown data.

[0116] S103. Determine the camshaft deviation based on the multiple correlation coefficients of the measured seat knock data for each group and the crankshaft angle corresponding to each correlation coefficient.

[0117] Specifically, the camshaft deviation can be determined by using multiple correlation coefficients of the measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. This can be achieved by fusing the crankshaft angle corresponding to each correlation coefficient to obtain a fused angle; the ratio of the fused angle to a target coefficient is then determined as the camshaft deviation, where the target coefficient is the sum of multiple correlation coefficients. Alternatively, the camshaft deviation can be determined by using the maximum correlation coefficient among the multiple correlation coefficients of the measured seat knock data as the target correlation coefficient for each set of measured seat knock data; the camshaft deviation is then determined based on the target correlation coefficient and the crankshaft angle corresponding to each target correlation coefficient. The camshaft deviation can also be determined by filtering multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient as follows: the multiple correlation coefficients of each set of measured seat knock data are filtered to obtain a target correlation coefficient set, wherein the target correlation coefficient in the target correlation coefficient set is greater than the correlation coefficient threshold; the camshaft deviation is determined based on the target correlation coefficient in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient.

[0118] Optionally, based on multiple correlation coefficients of the measured seat knock data for each group and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined, including:

[0119] The maximum correlation coefficient among the multiple correlation coefficients of each group of measured seat-down knockdown data is determined as the target correlation coefficient of each group of measured seat-down knockdown data.

[0120] The target correlation coefficients of the multiple sets of measured seat knock data are filtered to obtain a target correlation coefficient set, wherein the target correlation coefficients in the target correlation coefficient set are greater than the correlation coefficient threshold;

[0121] The camshaft deviation is determined based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient.

[0122] Specifically, the method for determining the target correlation coefficient for each set of measured seated detonation data as the largest correlation coefficient among multiple correlation coefficients can be as follows: Arrange the multiple correlation coefficients of each set of measured seated detonation data in descending order to obtain a list of correlation coefficients for each set of measured seated detonation data; then determine the first correlation coefficient in the list as the target correlation coefficient for each set of measured seated detonation data. Alternatively, the method for determining the target correlation coefficient for each set of measured seated detonation data can be as follows: Arrange the multiple correlation coefficients of each set of measured seated detonation data in ascending order to obtain a list of correlation coefficients for each set of measured seated detonation data; then determine the last correlation coefficient in the list as the target correlation coefficient for each set of measured seated detonation data.

[0123] Specifically, the method for filtering the target correlation coefficients of the multiple sets of measured seat-and-knock data to obtain the target correlation coefficient set can be as follows: obtain the target correlation coefficients that are greater than the correlation coefficient threshold among the target correlation coefficients of the multiple sets of measured seat-and-knock data, and generate the target correlation coefficient set based on the target correlation coefficients that are greater than the correlation coefficient threshold.

[0124] Specifically, the method for determining the camshaft deviation based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient can be as follows: based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle; the ratio of the fused angle to the target coefficient is determined as the camshaft deviation, wherein the target coefficient is the sum of the target correlation coefficients in the target correlation coefficient set.

[0125] Optionally, the camshaft deviation is determined based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient, including:

[0126] Based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle;

[0127] The ratio of the fusion angle to the target coefficient is determined as the camshaft deviation, wherein the target coefficient is the sum of the target correlation coefficients in the target correlation coefficient set.

[0128] Specifically, based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle. This can be achieved by summing the products of each target correlation coefficient and its corresponding crankshaft angle. For example, if the target correlation coefficient set includes target correlation coefficients E1, E2, and E3, and the crankshaft angle corresponding to target correlation coefficient E1 is T1, target correlation coefficient E2 is T2, and target correlation coefficient E3 is T3, then the fused angle is determined as E1*T1 + E2*T2 + E3*T3.

[0129] Specifically, the ratio of the blended angle to the target coefficient is determined as the camshaft deviation. For example, if the target correlation coefficient set includes: target correlation coefficient E1, target correlation coefficient E2, and target correlation coefficient E3, and the crankshaft angle corresponding to target correlation coefficient E1 is T1, the crankshaft angle corresponding to target correlation coefficient E2 is T2, and the crankshaft angle corresponding to target correlation coefficient E3 is T3, then the blended angle = E1*T1 + E2*T2 + E3*T3, and the camshaft deviation = blended angle / Ex, where Ex is the target coefficient, and Ex = E1 + E2 + E3.

[0130] It should be noted that after identifying a deviation in the camshaft position, the camshaft position data in the ECU is updated in real time based on the detection data. This ensures the accuracy of cylinder charge calculation for mass-produced engines and allows the engine to operate in a thermodynamically optimal parameter state, fully leveraging the engine's energy-saving potential.

[0131] It should be noted that, as an optional method, the method for identifying whether the camshaft position has deviated can be as follows: windowing, filtering, rectifying, and integrating the knock sensor signal to obtain an integral signal; determining the valve closing time based on the value of the integral signal; and then identifying whether the camshaft position of the mass-produced engine has deviated based on the reference valve closing time and the valve closing time of the mass-produced engine. However, in determining whether the camshaft position has deviated, there may be changes in the seat weight and speed. These changes will affect the integration of the knock sensor signal, thus affecting the accuracy of the determination of whether the camshaft position has deviated. Based on the above problems, the technical solution of this embodiment acquires multiple sets of measured seat knock data when the engine is in a reverse driving state and the ignition signal is blocked; based on the difference characteristics of the engine vibration amplitude between each set of measured seat knock data and standard seat knock data, multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient are determined; based on the multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined. Even if there are changes in the seat weight and speed during the determination of the camshaft deviation, it will not affect the accuracy of the camshaft deviation determination, thus enabling a more accurate determination of the camshaft deviation.

[0132] Example 2

[0133] Figure 2 This is a flowchart of the second camshaft deviation determination method in this embodiment of the invention. This embodiment is an optimization based on the above embodiment. In this embodiment, before determining multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the engine vibration amplitude difference characteristics between each set of measured seat knock data and standard seat knock data, the method further includes: acquiring preset seat knock data and multiple sets of historical seat knock data, wherein the preset seat knock data is a preset seat knock data when there is no camshaft deviation; determining historical seat knock data with a similarity greater than a similarity threshold to the preset seat knock data as seat knock data to be processed; extracting the periodic features of the seat knock data to be processed and filtering out noise data to obtain standard seat knock data. Figure 2 As shown, the method specifically includes the following steps:

[0134] S201. Obtain preset seat knock data and multiple sets of historical seat knock data.

[0135] The preset seat knock data can be the seat knock data set under conditions of no camshaft deviation. This preset seat knock data is theoretical data, not measured data.

[0136] Specifically, the method for obtaining multiple sets of historical seat knock data can be as follows: obtain a preset seat timestamp; determine the crankshaft angle window based on the preset seat timestamp and offset time threshold; and obtain multiple sets of historical seat knock data based on the crankshaft angle window.

[0137] The preset valve seating timestamp is a pre-set valve seating timestamp. The offset time threshold can be a pre-set valve seating time offset. The offset time threshold can be one time offset or two time offsets.

[0138] Specifically, the crankshaft angle window can be determined based on the preset seating timestamp and offset time threshold as follows: the start and end timestamps of the crankshaft angle window are determined based on the preset seating timestamp and offset time threshold, and the crankshaft angle window is determined based on the start and end timestamps of the crankshaft angle window.

[0139] In a specific example, if the offset time threshold is one time offset, the preset landing timestamp is F, and the offset time threshold is H, then the crankshaft angle window is determined to be [FH, F+H]. If the offset time threshold is two time offsets, the preset landing timestamp is F, and the offset time threshold includes H and N, then the crankshaft angle window is determined to be [FH, F+N].

[0140] Specifically, the method for obtaining multiple sets of historical seat knock data can be as follows: based on a preset number of samplings and a preset sampling period, multiple sets of historical seat knock data are obtained according to the crankshaft angle window. Each sampling period acquires one set of historical seat knock data corresponding to the crankshaft angle window. For example, when the engine is in a reverse-dragging state and the ignition signal is disabled, it rotates N revolutions. For each revolution of the engine, a set of historical seat knock data corresponding to the crankshaft angle window is acquired, ultimately obtaining N sets of historical seat knock data.

[0141] S202. Historical seating detonation data with a similarity greater than the preset seating detonation data are identified as seating detonation data to be processed.

[0142] Specifically, the method for identifying historical seating detonation data with a similarity greater than a preset similarity threshold as seating detonation data to be processed can be as follows: obtain the similarity between each group of historical seating detonation data and the preset seating detonation data, and identify historical seating detonation data with a similarity greater than a preset similarity threshold as seating detonation data to be processed.

[0143] It should be noted that the historical seating detonation data with the highest similarity to the preset seating detonation data can also be identified as the seating detonation data to be processed.

[0144] It should be noted that the similarity between each group of historical seat detonation data and the preset seat detonation data can be calculated using existing data similarity calculation formulas.

[0145] S203. Extract the periodic features of the seat detonation data to be processed, and filter out noise data to obtain standard seat detonation data.

[0146] Specifically, the method for extracting the periodic features of the seat-and-knock data to be processed and filtering out noise data to obtain standard seat-and-knock data can be as follows: perform linear operator operations on the seat-and-knock data to be processed to obtain envelope data; perform mathematical operator operations on the envelope data and the seat-and-knock data to be processed to obtain standard seat-and-knock data. Alternatively, the method for extracting the periodic features of the seat-and-knock data to be processed and filtering out noise data to obtain standard seat-and-knock data can be as follows: perform linear operator operations on the seat-and-knock data to be processed to obtain envelope data; based on the envelope data, extract the periodic features of the seat-and-knock data to be processed and filter out noise data to obtain standard seat-and-knock data. Another method for extracting the periodic features of the seat-and-knock data to be processed and filtering out noise data to obtain standard seat-and-knock data is as follows: Normalize the seat-and-knock data to obtain normalized seat-and-knock data; extract the periodic features of the normalized seat-and-knock data; and filter out noise data to obtain standard seat-and-knock data. Alternatively, the method can be as follows: Extract the periodic features of the seat-and-knock data to be processed and filter out noise data to obtain processed seat-and-knock data; then normalize the processed seat-and-knock data to obtain standard seat-and-knock data.

[0147] Optionally, the periodic features of the seat-down knock data to be processed are extracted, and noise data is filtered out to obtain standard seat-down knock data, including:

[0148] Linear operator operations are performed on the detonation data to be processed to obtain envelope data;

[0149] Based on the envelope data, the periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

[0150] Specifically, the envelope data can be obtained by performing linear operator operations on the seat detonation data to be processed, such as by performing a Hilbert transform on the seat detonation data to be processed.

[0151] Specifically, based on the envelope data, the method for extracting the periodic features of the seat detonation data to be processed and filtering out noise data to obtain standard seat detonation data can be: performing mathematical operator operations on the envelope data and the seat detonation data to be processed to obtain standard seat detonation data.

[0152] Optionally, based on the envelope data, periodic features of the seat-down detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat-down detonation data, including:

[0153] The envelope data and the detonation data to be processed are convolved to obtain standard detonation data.

[0154] In this embodiment of the invention, the convolution operation is performed on the envelope data and the detonation data to be processed to obtain standard detonation data in order to highlight the periodic part of the signal and filter out noise signals.

[0155] In a specific example, such as Figure 3 As shown, Figure 3 The original data is the seat detonation data to be processed, and the processed data is the standard seat detonation data.

[0156] It should be noted that, in order to simplify the processing of seat-down detonation data and reduce the processing time, the selected seat-down detonation data to be processed can be normalized in advance. After extracting the periodic features of the seat-down detonation data to be processed and filtering out noise data, normalization is performed again to obtain standard seat-down detonation data.

[0157] The technical solution of this embodiment involves acquiring preset seat knock data and multiple sets of historical seat knock data; identifying historical seat knock data with a similarity greater than a similarity threshold to the preset seat knock data as seat knock data to be processed; extracting the periodic features of the seat knock data to be processed and filtering out noise data to obtain standard seat knock data; determining multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the engine vibration amplitude difference characteristics between each set of measured seat knock data and the standard seat knock data; determining the camshaft deviation based on the multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. Since this embodiment of the invention determines the multiple correlation coefficients of each set of measured seat knock data based on the engine vibration amplitude difference characteristics between each set of measured seat knock data and the standard seat knock data, the camshaft deviation is determined. The system uses a correlation coefficient and the corresponding crankshaft angle for each correlation coefficient. Therefore, even if there are changes in seat weight and speed during the determination of camshaft deviation, it will not affect the accuracy of camshaft deviation determination, thus enabling more accurate determination of camshaft deviation. In addition, if camshaft deviation is determined directly based on ideal data, there will be a certain difference between the determined camshaft deviation and the actual camshaft deviation. In this embodiment of the invention, historical seat knock data with a similarity greater than a similarity threshold to preset seat knock data is determined as seat knock data to be processed; the periodic features of the seat knock data to be processed are extracted, and noise data is filtered out to obtain standard seat knock data. This results in more realistic standard seat knock data, and camshaft deviation is determined based on the more realistic standard seat knock data, which further improves the accuracy of camshaft deviation determination.

[0158] Example 3

[0159] Figure 4 This is a schematic diagram of a camshaft deviation determination device provided in an embodiment of the present invention. This embodiment is applicable to camshaft deviation determination. The device can be implemented using software and / or hardware, and can be integrated into any device that provides camshaft deviation determination functionality, such as… Figure 4 As shown, the camshaft deviation determination device specifically includes: a measured seat knock data acquisition module 401, a correlation coefficient and corresponding crankshaft angle determination module 402, and a camshaft deviation determination module 403.

[0160] Among them, the measured seat knock data acquisition module is used to acquire multiple sets of measured seat knock data. The seat knock data is the data collected when the engine is in a reverse drag state and the ignition signal is blocked.

[0161] The correlation coefficient and the crankshaft angle corresponding to the correlation coefficient are used to determine multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the difference characteristics of engine vibration amplitude between each set of measured seat knock data and standard seat knock data. The standard seat knock data is the seat knock data when there is no camshaft deviation.

[0162] The camshaft deviation determination module is used to determine the camshaft deviation based on multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient.

[0163] The above-mentioned product can execute the camshaft deviation determination method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0164] Example 4

[0165] Figure 5 A schematic diagram of the structure of a vehicle 60 that can be used to implement embodiments of the present invention is shown. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the invention described and / or claimed herein.

[0166] like Figure 5 As shown, vehicle 60 includes at least one processor 61 and a memory, such as read-only memory (ROM) 62 and random access memory (RAM) 63, communicatively connected to at least one processor 61. The memory stores computer programs executable by at least one processor. Processor 61 can perform various appropriate actions and processes based on the computer program stored in ROM 62 or loaded from storage unit 68 into RAM 63. RAM 63 can also store various programs and data required for the operation of vehicle 60. Processor 61, ROM 62, and RAM 63 are interconnected via bus 64. Input / output (I / O) interface 65 is also connected to bus 64.

[0167] Multiple components in vehicle 60 are connected to I / O interface 65, including: input unit 66; output unit 67, such as various types of displays, speakers, etc.; storage unit 68, such as disks, optical disks, etc.; and communication unit 69, such as network cards, modems, wireless transceivers, etc. Communication unit 69 allows vehicle 60 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0168] Processor 61 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 61 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 61 performs the various methods and processes described above, such as the camshaft deviation determination method.

[0169] In some embodiments, the camshaft misalignment determination method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 68. In some embodiments, part or all of the computer program may be loaded and / or installed on vehicle 60 via ROM 62 and / or communication unit 69. When the computer program is loaded into RAM 63 and executed by processor 61, one or more steps of the camshaft misalignment determination method described above may be performed. Alternatively, in other embodiments, processor 61 may be configured to perform the camshaft misalignment determination method by any other suitable means (e.g., by means of firmware).

[0170] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0171] Computer programs for implementing the camshaft deviation determination method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to the processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0172] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0173] To provide interaction with the user, the systems and technologies described herein can be implemented in a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the vehicle. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0174] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0175] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0176] In one embodiment, the present invention further includes a computer program product, which includes a computer program that, when executed by a processor, implements the camshaft deviation determination method of any embodiment of the present invention.

[0177] In implementing the computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0178] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0179] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining camshaft deviation, characterized in that, include: Multiple sets of measured seat knock data were obtained. The seat knock data were collected when the engine was in reverse and the ignition signal was blocked. Based on the difference characteristics of engine vibration amplitude between each group of measured seat knock data and standard seat knock data, multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient are determined. The standard seat knock data is the seat knock data when there is no camshaft deviation. Based on the multiple correlation coefficients of the measured seat knock data of each group and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined.

2. The method according to claim 1, characterized in that, Based on the differences in engine vibration amplitude between the measured seat knock data and the standard seat knock data, multiple correlation coefficients of the measured seat knock data and the crankshaft angle corresponding to each correlation coefficient were determined, including: The sampling timestamps of each group of measured seat knock data were aligned with those of the standard seat knock data. Correlation analysis was performed on each group of measured seat knock data to obtain multiple correlation coefficients of each group of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient. The crankshaft angle corresponding to the correlation coefficient was determined based on the movement time of the standard seat knock data when the correlation coefficient was obtained.

3. The method according to claim 2, characterized in that, The sampling timestamps of each set of measured seat-down knock data were aligned with those of the standard seat-down knock data. Correlation analysis was performed on each set of measured seat-down knock data to obtain multiple correlation coefficients and the crankshaft angle corresponding to each correlation coefficient, including: The standard seat detonation data is moved according to a preset time step. After each move, the standard seat detonation data is convolved with each group of measured seat detonation data to obtain multiple correlation coefficients for each group of measured seat detonation data. Based on the travel time of the standard seat knock data when obtaining the correlation coefficient, the crankshaft angle corresponding to each correlation coefficient is determined.

4. The method according to claim 1, characterized in that, Based on multiple correlation coefficients of the measured seat knock data for each group and the crankshaft angle corresponding to each correlation coefficient, the camshaft deviation is determined, including: The maximum correlation coefficient among the multiple correlation coefficients of each group of measured seat-down knockdown data is determined as the target correlation coefficient of each group of measured seat-down knockdown data. The target correlation coefficients of the multiple sets of measured seat knock data are filtered to obtain a target correlation coefficient set, wherein the target correlation coefficients in the target correlation coefficient set are greater than the correlation coefficient threshold; The camshaft deviation is determined based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient.

5. The method according to claim 4, characterized in that, Based on the target correlation coefficients in the target correlation coefficient set and the crankshaft angle corresponding to each target correlation coefficient, determine the camshaft deviation, including: Based on the target correlation coefficients in the target correlation coefficient set, the crankshaft angle corresponding to each target correlation coefficient in the target correlation coefficient set is fused to obtain the fused angle; The ratio of the fusion angle to the target coefficient is determined as the camshaft deviation, wherein the target coefficient is the sum of the target correlation coefficients in the target correlation coefficient set.

6. The method according to claim 1, characterized in that, Multiple sets of measured seat-based knockback data were obtained, including: Get the preset seating timestamp; The crankshaft angle window is determined based on the preset seating timestamp and offset time threshold. Multiple sets of measured seat knock data were obtained based on the crankshaft angle window.

7. The method according to claim 1, characterized in that, Before determining the multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient, based on the differences in engine vibration amplitude between each set of measured seat knock data and standard seat knock data, the following steps are also included: Acquire preset seat knock data and multiple sets of historical seat knock data, wherein the preset seat knock data is a pre-set seat knock data when there is no camshaft deviation; Historical sitting detonation data with a similarity greater than a preset sitting detonation data threshold are identified as sitting detonation data to be processed. The periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

8. The method according to claim 7, characterized in that, Extract the periodic features of the seat-down knock data to be processed, and filter out noise data to obtain standard seat-down knock data, including: Linear operator operations are performed on the detonation data to be processed to obtain envelope data; Based on the envelope data, the periodic features of the seat detonation data to be processed are extracted, and noise data is filtered out to obtain standard seat detonation data.

9. The method according to claim 8, characterized in that, Based on the envelope data, the periodic features of the seat-down knock data to be processed are extracted, and noise data is filtered out to obtain standard seat-down knock data, including: The envelope data and the detonation data to be processed are convolved to obtain standard detonation data.

10. A camshaft deviation determination device, characterized in that, include: The measured seat knock data acquisition module is used to acquire multiple sets of measured seat knock data. The seat knock data is collected when the engine is in a reverse-dragging state and the ignition signal is blocked. The correlation coefficient and the corresponding crankshaft angle determination module is used to determine multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient based on the difference characteristics of engine vibration amplitude between each set of measured seat knock data and standard seat knock data. The camshaft deviation determination module is used to determine the camshaft deviation based on multiple correlation coefficients of each set of measured seat knock data and the crankshaft angle corresponding to each correlation coefficient.

11. A vehicle, characterized in that, The vehicles include: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor to enable the at least one processor to perform the camshaft deviation determination method according to any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the camshaft deviation determination method according to any one of claims 1-9.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the camshaft deviation determination method according to any one of claims 1-9.

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