Engine data acquisition method, engine and vehicle

Abstract

The invention provides an engine data acquisition method, an engine and a vehicle, and relates to the technical field of engines, and the method comprises the following steps: in response to engine power-on, acquiring an intake pressure value of each cylinder in a multi-cylinder engine as a reference pressure value; in response to determining that the engine runs, the current air inlet pressure value of each air cylinder is collected according to preset signal teeth of an engine crankshaft; wherein the preset signal tooth refers to a signal tooth corresponding to the closing moment of the air cylinder throttle valve. And whether cylinder judgment of the engine succeeds at the current moment or not is determined, and if cylinder judgment fails, the target air inlet pressure value of each air cylinder is determined according to the reference pressure value and the current air inlet pressure value. The target air inlet pressure value reflects the real air inlet pressure in the air cylinder. The problem that the real pressure value of the air cylinder cannot be determined before the cylinder judgment is not successful is solved, accurate calculation of subsequent relevant control parameters of the engine is facilitated, and the control precision of an electric control system of the engine is improved.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an engine data acquisition method, an engine, and a vehicle. Background Technology

[0002] The intake pressure of the existing engine intake manifold is collected by the intake manifold pressure sensor. However, for gasoline engines without a pressure regulating chamber, the intake pressure collected by the intake manifold pressure sensor has the problem of inaccurate data, which cannot reflect the real air pressure value in the cylinder, and thus affects the accuracy of the calculation of relevant engine control parameters. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose an engine data acquisition method, an engine, and a vehicle to solve the problem of inaccurate cylinder intake pressure acquisition in gasoline engines without a pressure regulating chamber.

[0004] To achieve the above objectives, the first aspect of this application provides an engine data acquisition method, comprising:

[0005] In response to engine power-on, the intake pressure value of each cylinder in the multi-cylinder engine is collected as a reference pressure value; In response to determining that the engine is running, the current intake pressure value of each cylinder is acquired according to the preset signal teeth of the engine crankshaft; wherein, the preset signal teeth refer to the signal teeth corresponding to the moment when the cylinder throttle valve closes. Determine whether the engine has successfully identified a cylinder at the current moment. If the cylinder identification is unsuccessful, determine the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value.

[0006] Optionally, determining the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value includes: Determine whether the current intake pressure value is less than the reference pressure value; In response to the current intake pressure value being less than the reference pressure value, the current intake pressure value is used as the target intake pressure value for the cylinder.

[0007] Optionally, after determining the target intake pressure value for each cylinder, the following may also be included: Configure stroke accumulation parameters for cylinders with a determined target intake pressure value, and set the value of the stroke accumulation parameters to an initial value; In response to the detection of the preset signal tooth again during engine operation, the value of the stroke accumulation parameter is updated; In response to the value of the stroke accumulation parameter reaching a preset threshold, the target intake pressure value is updated according to the current intake pressure value of the corresponding cylinder collected in the preset signal tooth next time, and the value of the stroke accumulation parameter is restored to the initial value.

[0008] Optionally, the method further includes: In response to successful cylinder identification, the target intake pressure value for each cylinder is determined based on the current intake pressure value and the preset cylinder firing order.

[0009] Optionally, based on the current intake pressure value and the preset cylinder firing order, a target intake pressure value for each cylinder is determined, including: Identify the cylinder currently in the intake stroke and use the current intake pressure value corresponding to the cylinder in the intake stroke as the target intake pressure value for the cylinder in the intake stroke. The target intake pressure values ​​for the other cylinders are determined sequentially according to the cylinder firing order.

[0010] Optionally, the method further includes: In response to the presence of an interference signal in the current intake pressure value, the current intake pressure value of each cylinder is acquired according to a pre-calibrated spare signal tooth. The system monitors in real time whether the current intake pressure value collected under the backup signal tooth meets the preset fault conditions. If it does, the system determines the target intake pressure value for each cylinder according to the intake pressure collection strategy under the fault mode.

[0011] Optionally, the method further includes: Collect the engine's intake air temperature; The compensation value of the preset signal tooth is determined based on the intake air temperature, and the compensation value is inversely proportional to the intake air temperature. The preset signal teeth are adjusted according to the compensation value.

[0012] Optionally, determining whether the engine has successfully determined the cylinder at the current moment includes: Receive the status flag bit corresponding to the cylinder judgment; If the status flag corresponds to a successful cylinder determination, then the cylinder determination is successful. If the status flag corresponds to a cylinder determination failure status, it is determined that the cylinder determination was unsuccessful.

[0013] Based on the same inventive concept, a second aspect of this application also provides an engine, the engine including a controller for performing the method described in any of the above.

[0014] Based on the same inventive concept, a third aspect of this application also provides a vehicle including the engine described above.

[0015] As described above, the engine data acquisition method, engine, and vehicle provided in this application include the following steps: In response to engine power-on, the intake pressure value of each cylinder in a multi-cylinder engine is acquired as a reference pressure value, which is close to atmospheric pressure. In response to determining engine operation, the current intake pressure value of each cylinder is acquired based on a preset signal tooth of the engine crankshaft; wherein the preset signal tooth refers to the signal tooth corresponding to the moment the cylinder throttle valve closes. During engine crankshaft rotation, if the current tooth is the preset signal tooth, it indicates that one of the multiple cylinders is in the intake stroke and the throttle valve is about to close. The current intake pressure value of that cylinder acquired at this time is closest to the actual pressure value inside the cylinder. This intake pressure value is typically used as the basis data for subsequent engine operation. The current intake pressure values ​​of other cylinders are close to the reference pressure value. The system then determines whether cylinder identification is successful at the current moment. If cylinder identification is unsuccessful, the vehicle controller cannot know the current stroke of each cylinder, and therefore cannot accurately determine the accurate intake pressure of each cylinder within one working cycle. At this point, the target intake pressure value for each cylinder can be determined based on the reference pressure value and the current intake pressure value. The target intake pressure value reflects the actual intake pressure within the cylinder. Since the intake pressure value of a cylinder in its intake stroke fluctuates and differs from the reference pressure value, this difference can be used to identify the cylinder in its intake stroke from among multiple cylinders. The current intake pressure value of a cylinder in its intake stroke is close to its actual pressure value, and therefore can be used as its target intake pressure value. This solves the problem of not being able to determine the actual cylinder pressure value before successful cylinder identification, which is beneficial for the accurate calculation of subsequent engine control parameters and improves the control precision of the engine electronic control system. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the intake and exhaust structure of a horizontally opposed four-cylinder engine according to an embodiment of this application; Figure 2 This is a flowchart illustrating the engine data acquisition method according to an embodiment of this application; Figure 3 This is a schematic diagram showing the correspondence between the signal teeth and the stroke of each cylinder in an embodiment of this application. Figure 4 This is a schematic diagram of the structure of the engine data acquisition device according to an embodiment of this application; Figure 5This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] With increasingly stringent global environmental regulations and rising consumer demands for driving experience, the automotive industry is undergoing an upgrade towards a balance between high performance and low emissions. Four-cylinder engines, due to their smooth power output and strong power, continue to see increased market share in the mid-to-high-end vehicle market. In this trend, the control precision of engine electronic control systems, especially the accurate measurement of intake air volume, has become a core competitive advantage for improving power and reducing emissions. However, there are fundamental differences between gasoline engines with compact intake structures lacking a pressure regulating chamber and featuring short intake manifolds and those equipped with pressure regulating chambers or large-volume intake manifolds. Therefore, under these structural constraints, how to accurately calculate intake air quality using precise intake pressure data and accordingly match the optimal fuel injection strategy to maximize combustion efficiency and minimize pollutant emissions has become a key technical challenge that engine electronic control systems urgently need to overcome.

[0021] Currently, the control strategy of the Engine Control Unit (ECU) mainly relies on a single intake pressure sensor mounted on the intake manifold to collect intake manifold pressure. However, for engines without a pressure regulating chamber, especially multi-cylinder engines like horizontally opposed four-cylinder engines, the intake processes of each cylinder are independent and interfere with each other. A single sensor or a simple sensor placement method cannot accurately distinguish and reflect the independent, transient intake pressure fluctuations of each cylinder, resulting in distorted data that cannot meet the requirements for precise single-cylinder control. To solve these problems, related technologies equip each cylinder with an independent intake manifold and an independent intake pressure sensor. However, how to effectively and accurately collect pressure signals that truly represent the intake volume of each cylinder from these independent sensors has become a new technical bottleneck. Figure 1 A schematic diagram of the intake and exhaust structure of a horizontally opposed four-cylinder engine is shown. Figure 1 As shown, the engine includes four cylinders, numbered 1 / 2 / 3 / 4 respectively. Each cylinder is connected to an independent intake manifold and throttle valve. An intake pressure sensor is installed near the throttle valve to detect the intake pressure of each cylinder. Figure 1 It also includes an air filter to filter the air entering each intake pipe.

[0022] Conventional ECU software samples intake pressure at fixed time intervals (e.g., every x milliseconds). However, for independent intake systems without a pressure regulating chamber, intake pressure changes drastically and periodically with crankshaft angle, and the frequency of these changes is directly related to engine speed. Fixed-time sampling cannot be synchronized with the engine's working cycle and is prone to sampling at atypical moments of pressure fluctuation (e.g., peaks or troughs), resulting in data that cannot represent the average or effective intake state. To obtain a pressure value that effectively characterizes the intake volume, sampling must be performed at a fixed, optimal crankshaft position (i.e., a preset signal tooth) during each cylinder's intake stroke. This is because air is only drawn into the cylinder during the time the throttle is open (i.e., the intake stroke). During other strokes (compression, power, exhaust), the throttle is closed, and pressure changes in the intake manifold are irrelevant to the intake volume of the current cycle. Therefore, the sampling time must be locked within the throttle opening time window. The optimal crankshaft position is usually selected at the end of the intake stroke, just before the throttle closes. At this point, the pressure inside the cylinder and the pressure inside the intake manifold have essentially reached a dynamic equilibrium after the entire intake stroke. The pressure inside the intake manifold at this moment best represents the pressure state of the portion of air that will be trapped in the cylinder and participate in the combustion. If sampling is performed early in the intake stroke, the airflow velocity is high, and the pressure fluctuations are drastic and unstable (potentially producing negative pressure peaks), resulting in inaccurate pressure values. Sampling at the moment the throttle is closed avoids the interference of complex pressure fluctuations during the initial and middle stages of throttle opening.

[0023] The engine crankshaft is equipped with a target wheel (such as a 58X gear) with many teeth distributed around its circumference (58 teeth and 2 missing teeth). As the crankshaft rotates, a sensor detects the passage of these teeth, generating a series of continuous pulse electrical signals. Each tooth corresponds to a specific crankshaft angle (for example, each tooth of the 58X gear corresponds to approximately 360° / 60 = 6° of crankshaft angle). Once the optimal crankshaft position is determined, the ECU can convert it into the corresponding tooth number. When the ECU detects a preset signal tooth, it can trigger the acquisition of the intake pressure value for each cylinder.

[0024] Engine cylinder identification refers to the process by which the engine ECU determines which cylinder is currently at the start of its power stroke (or compression stroke), i.e., top dead center (TDC). For multi-cylinder sequential ignition engines, the ECU must strictly adhere to the firing order (e.g., 1-3-2-4) and issue fuel injection and ignition commands to the designated cylinders at precise times. If the commands are sent to the wrong cylinders, the engine will fail to run or may even be severely damaged. Therefore, the ECU must first "identify" the position and status of each cylinder. Cylinder identification requires the combined use of crankshaft position sensors and camshaft position sensors. The crankshaft position sensor monitors the angle and speed of crankshaft rotation (via target gear teeth signals). However, it can only tell the ECU "where the engine is," but cannot distinguish whether this position corresponds to the TDC of cylinder 1 or cylinder 4. This is because, for every revolution of the crankshaft, two cylinders will reach TDC (one at compression TDC, preparing for ignition; the other at exhaust TDC, preparing for scavenging). The camshaft position sensor monitors the rotational position of the camshaft. The camshaft controls the opening and closing of the valves, and its rotational speed is half that of the crankshaft (four-stroke principle). Its signal is unique, telling the ECU "which cylinder's valve timing is currently in." When the engine starts, the ECU simultaneously reads signals from the crankshaft and camshaft. When the ECU detects a specific combination of signals (e.g., a missing crankshaft tooth signal and a specific camshaft convexity signal appearing simultaneously), this combination uniquely corresponds to a specific cylinder (e.g., cylinder 1) at top dead center of compression. At this point, the ECU has successfully identified the cylinder, obtained the absolute phase reference, and can calculate the exact operating state of each cylinder at all subsequent moments.

[0025] However, cylinder identification takes a certain amount of time. Before successful cylinder identification, the engine ECU cannot determine the stroke stage of each cylinder. Even if the preset signal teeth collect the current intake pressure value of each cylinder, it cannot update the effective intake pressure value for each cylinder, which may cause the engine control to be unstable before successful cylinder identification.

[0026] In view of this, this application proposes an engine data acquisition method that can correctly acquire the effective intake pressure value of each cylinder before the engine cylinder identification is successful, providing a key guarantee for starting and idling stability.

[0027] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0028] This application provides an engine data acquisition method, referring to... Figure 2 ,include: Step 102: In response to the engine power-on, collect the intake pressure value of each cylinder in the multi-cylinder engine as a reference pressure value.

[0029] Specifically, the engine in this embodiment is a multi-cylinder engine without a pressure regulating chamber, and the intake process of each cylinder is independent. Each cylinder is equipped with an independent intake pipe and an independent intake pressure sensor. The intake pressure sensor is installed near the cylinder throttle valve, and the intake pressure value of each cylinder can be collected through the intake pressure sensor.

[0030] After the engine is powered on, since the engine has not yet started running, the airflow in the intake manifold of each cylinder is not disturbed by the engine operation. Therefore, the collected intake pressure value is close to the current atmospheric pressure value and can be used as a reference pressure value to provide a data basis for subsequent intake pressure value judgment.

[0031] Step 104: In response to determining that the engine is running, the current intake pressure value of each cylinder is collected according to the preset signal teeth of the engine crankshaft; wherein, the preset signal teeth refer to the signal teeth corresponding to the moment when the cylinder throttle valve closes.

[0032] Specifically, after the engine is powered on, the ECU determines whether the engine is running normally. The ECU can determine this by acquiring the crankshaft rotation signal. Once the engine is confirmed to be running, it collects the current intake pressure value of each cylinder via the intake pressure sensor when a preset signal tooth is read. The preset signal tooth refers to the signal tooth corresponding to the moment the cylinder throttle valve closes, such as 20 teeth and 50 teeth. Figure 1 The four-cylinder engine shown has each cylinder going through four strokes in one working cycle: intake stroke, compression stroke, power stroke, and exhaust stroke. Figure 3 A schematic diagram showing the correspondence between the signal teeth and the stroke of each cylinder is shown. Figure 3The firing order of the cylinders is 1-3-2-4. Between cylinders 1 and 20, cylinder 1 is in the compression stroke, cylinder 2 is in the intake stroke, cylinder 3 is in the exhaust stroke, and cylinder 3 is in the power stroke. Between cylinders 20 and 50, cylinder 1 is in the power stroke, cylinder 2 is in the compression stroke, cylinder 3 is in the intake stroke, and cylinder 3 is in the exhaust stroke. Between cylinders 50 and 20, cylinder 1 is in the exhaust stroke, cylinder 2 is in the power stroke, cylinder 3 is in the compression stroke, and cylinder 3 is in the intake stroke. Between cylinders 20 and 50, cylinder 1 is in the intake stroke, cylinder 2 is in the exhaust stroke, cylinder 3 is in the power stroke, and cylinder 3 is in the compression stroke. The intake closing time of cylinders 3 and 4 corresponds to cylinder 20, and the intake closing time of cylinders 1 and 2 corresponds to cylinder 50. Therefore, the preset signal cylinders in this embodiment are cylinders 20 and 50. However, at 20 teeth, both cylinder 3 and cylinder 4 may be in the intake closed state, and at 50 teeth, both cylinder 1 and cylinder 2 may be in the intake closed state. Figure 2 The red area represents the change in intake pressure for each cylinder. It can be seen that the intake pressure fluctuates significantly during the intake stroke, while it remains relatively stable and close to the reference pressure during other strokes.

[0033] Step 106: Determine whether the engine has successfully identified a cylinder at the current moment. If the cylinder identification is unsuccessful, determine the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value.

[0034] Specifically, before successful cylinder identification, the ECU cannot determine which cylinder is in the intake stroke at the moment of intake cutoff at the 20th or 50th tooth signal. At the preset signal tooth, the current intake pressure values ​​of four cylinders can be collected. One of these cylinders will inevitably be in the intake stroke, while the other three will be in the compression, power, and exhaust strokes, respectively. Because air is drawn into the cylinder during the intake stroke, the current intake pressure value of that cylinder will be significantly lower than the reference pressure value, while the current intake pressure values ​​of the cylinders in the other three strokes will be close to the reference pressure value. By analyzing the differences between the four current intake pressure values, the cylinder in the intake stroke can be identified, and thus the effective intake pressure value of that cylinder, i.e., the target intake pressure value, can be collected.

[0035] Based on steps 102 to 106 above, the engine data acquisition method provided in this embodiment includes: In response to engine power-on, acquiring the intake pressure value of each cylinder in a multi-cylinder engine as a reference pressure value, where the acquired reference pressure value is close to atmospheric pressure. In response to determining engine operation, acquiring the current intake pressure value of each cylinder according to a preset signal tooth of the engine crankshaft; wherein, the preset signal tooth refers to the signal tooth corresponding to the moment the cylinder throttle valve closes. During engine crankshaft rotation, if the current tooth is the preset signal tooth, it indicates that one of the multiple cylinders must be in the intake stroke and the throttle valve is about to close, and the current intake pressure value of that cylinder acquired at this time is closest to the actual pressure value inside the cylinder. This intake pressure value is usually used as the basic data for subsequent engine operation. The current intake pressure values ​​of other cylinders are close to the reference pressure value. Determining whether cylinder identification is successful at the current moment; if cylinder identification is unsuccessful, the vehicle controller cannot know the current stroke of each cylinder, and therefore cannot accurately determine the accurate intake pressure of each cylinder in one working cycle. At this point, the target intake pressure value for each cylinder can be determined based on the reference pressure value and the current intake pressure value. The target intake pressure value reflects the actual intake pressure within the cylinder. Since the intake pressure value of a cylinder in its intake stroke fluctuates and differs from the reference pressure value, this difference can be used to identify the cylinder in its intake stroke from among multiple cylinders. The current intake pressure value of a cylinder in its intake stroke is close to its actual pressure value, and therefore can be used as its target intake pressure value. This solves the problem of not being able to determine the actual cylinder pressure value before successful cylinder identification, which is beneficial for the accurate calculation of subsequent engine control parameters and improves the control precision of the engine electronic control system.

[0036] In some embodiments, determining the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value includes: Determine whether the current intake pressure value is less than the reference pressure value; In response to the current intake pressure value being less than the reference pressure value, the current intake pressure value is used as the target intake pressure value for the cylinder.

[0037] Specifically, at the end of the intake stroke, as the throttle valve is about to close, the pressure inside the cylinder and the pressure in the intake manifold have essentially reached dynamic equilibrium after the entire intake stroke. At this point, the pressure in the intake manifold best represents the pressure state of the air that will be trapped in the cylinder and participate in the combustion. The intake pressure value at this time will also be significantly lower than the reference pressure value. When the current intake pressure value of each cylinder is collected, it is compared with the reference pressure value. Ideally, the cylinder with the current intake pressure value lower than the reference pressure value is identified as the cylinder in the intake stroke. The current intake pressure value of this cylinder is the effective intake pressure value and can be used as the target intake pressure value. The target intake pressure value is then stored together with the cylinder's identifier. In this way, among the multiple current intake pressure values ​​collected under each preset signal tooth, a cylinder in the intake stroke can be identified, and its target intake pressure value can be determined. After one working cycle of the engine is completed, the target intake pressure value of each cylinder can be determined, achieving the goal of accurately collecting the effective intake pressure value of each cylinder in each working cycle of the engine. Through continuous engine operation, the target intake pressure value of each cylinder is updated again using the above method, and the accurate intake pressure value of each cylinder in each working cycle is recorded in real time.

[0038] It should be noted that, to prevent difficulties in determining the target intake pressure value due to fluctuations in the current intake pressure value, a difference threshold can be preset. If the difference between the reference pressure value and the current intake pressure value exceeds the difference threshold, the current intake pressure value is then used as the target intake pressure value. This avoids the problem of fluctuations in the current intake pressure values ​​of other cylinders not in the intake stroke being mistakenly used as the target intake pressure value. Using the method of this embodiment, accurate intake pressure values ​​for each cylinder can be continuously collected before successful cylinder identification, providing reliable basic data for subsequent precise air-fuel ratio control of the engine.

[0039] In some embodiments, after determining the target intake pressure value for each cylinder, the method further includes: Configure stroke accumulation parameters for cylinders with a determined target intake pressure value, and set the value of the stroke accumulation parameters to an initial value; In response to the detection of the preset signal tooth again during engine operation, the value of the stroke accumulation parameter is updated; In response to the value of the stroke accumulation parameter reaching a preset threshold, the target intake pressure value is updated according to the current intake pressure value of the corresponding cylinder collected in the preset signal tooth next time, and the value of the stroke accumulation parameter is restored to the initial value.

[0040] Specifically, in the aforementioned embodiment, the current intake pressure value collected under each preset signal tooth needs to be compared with a reference pressure value before determining which cylinder's target intake pressure value should be updated. After the engine completes one working cycle, this embodiment uses a configured stroke accumulation parameter to achieve rapid updating of the target intake pressure value for each cylinder. In specific implementation, after the target intake pressure value for each cylinder is initially determined, a stroke accumulation parameter is configured for that cylinder, which can be a counter. The value of the stroke accumulation parameter is initialized, set to an initial value, which can be 0 or 1, etc. When the preset signal tooth is detected again, each configured stroke accumulation parameter is updated by incrementing its value by 1. For example, if the initial value of the stroke accumulation parameter is 1, then when the current intake pressure value is collected again, the value of the stroke accumulation parameter is set to 2, and so on. When the value of the stroke accumulation parameter accumulates to a preset threshold, it indicates that the cylinder corresponding to the stroke accumulation parameter has completed one working cycle and is about to enter the intake stroke again, requiring an update of the target intake pressure value for that cylinder. At this point, the value of the stroke accumulation parameter is restored to its initial value, and accumulation restarts from the next working cycle. The preset threshold is determined based on the number of strokes in the cylinder. For example, if the strokes of a cylinder in one working cycle of the engine include four strokes: intake stroke, compression stroke, power stroke, and exhaust stroke, then the preset threshold can be 4.

[0041] For example, with Figure 1Taking the engine structure as an example, in the first working cycle of the engine, when the preset signal tooth is reached, the current intake pressure values ​​of the four cylinders are collected, the cylinder in the intake stroke (such as cylinder A) is determined, and the target intake pressure value of cylinder A is determined. At the same time, a stroke accumulation parameter is configured for cylinder A, and the value of the stroke accumulation parameter is set to 1. When the next preset signal tooth is reached, the current intake pressure values ​​of the four cylinders are collected, the cylinder in the intake stroke (such as cylinder B) is determined, and the target intake pressure value of cylinder B is determined. At the same time, a stroke accumulation parameter is configured for cylinder B, and the value of the stroke accumulation parameter is set to 1. At this time, the stroke accumulation parameter of cylinder A is updated, and the value of the stroke accumulation parameter of cylinder A is set to 2. When the next preset signal tooth is reached, the current intake pressure values ​​of the four cylinders are collected, the cylinder in the intake stroke (such as cylinder C) is determined, and the target intake pressure value of cylinder C is determined. At the same time, a stroke accumulation parameter is configured for cylinder C, and the value of the stroke accumulation parameter is set to 1. At this point, update the stroke accumulation parameter of cylinder A, setting its value to 3. Update the stroke accumulation parameter of cylinder B, setting its value to 2. When the next preset signal tooth is reached, collect the current intake pressure values ​​of the four cylinders, identify the cylinder in the intake stroke (e.g., cylinder D), determine the target intake pressure value for cylinder D, and simultaneously configure the stroke accumulation parameter for cylinder D, setting its value to 1. At this point, update the stroke accumulation parameter of cylinder A, setting its value to 4. Update the stroke accumulation parameter of cylinder B, setting its value to 3. Update the stroke accumulation parameter of cylinder C, setting its value to 2. At this point, the accumulated stroke parameter value of cylinder A has reached the preset threshold. When the next preset signal tooth is reached, cylinder A will return to the throttle closing moment of the intake stroke. The current intake pressure value of cylinder A is then collected as the effective intake pressure value for cylinder A in the next engine working cycle. This value is used to update the target intake pressure value of cylinder A. This process is repeated for updating the target intake pressure values ​​of the other cylinders.

[0042] This embodiment provides a method for rapidly updating the target intake pressure value for each cylinder. After the initial determination of the target intake pressure value for each cylinder, subsequent comparisons between the current intake pressure value and the reference intake pressure value are eliminated, thus increasing the acquisition rate of the target intake pressure value for each cylinder and consequently improving the data processing speed of the ECU. The configured stroke accumulation parameters strictly ensure the periodicity of the target intake pressure value updates, avoiding duplicate or missed updates.

[0043] In some embodiments, the method further includes: In response to successful cylinder identification, the target intake pressure value for each cylinder is determined based on the current intake pressure value and the preset cylinder firing order.

[0044] Specifically, after successful cylinder identification, the engine ECU can know the stroke of each cylinder. When it reaches the next preset signal tooth, it can directly update the target intake pressure value of the cylinder in the intake stroke.

[0045] Furthermore, based on the current intake pressure value and the preset cylinder firing order, the target intake pressure value for each cylinder is determined, including: The cylinder currently in the intake stroke is identified, and the current intake pressure value corresponding to the cylinder in the intake stroke is taken as the target intake pressure value of the cylinder in the intake stroke; the target intake pressure values ​​of other cylinders are determined sequentially according to the cylinder firing order.

[0046] Specifically, after successful cylinder identification, the ECU can recognize the stroke of each cylinder. Assuming cylinder 1 is currently in its intake stroke, the target intake pressure value for cylinder 1 is updated based on its current intake pressure. Following the preset cylinder firing order (e.g., 1-3-2-4), the next cylinder to enter its intake stroke is cylinder 3. When the current intake pressure value of each cylinder is collected again, the target intake pressure value for cylinder 3 is updated. This process is repeated iteratively, updating the target intake pressure value of each cylinder according to the firing order. This ensures that the target intake pressure value collected in each engine working cycle accurately reflects the actual intake pressure inside the cylinder.

[0047] Alternatively, under each preset tooth signal, only the current intake pressure value of the cylinder currently in the intake stroke is collected. For example, based on the cylinder firing sequence, if it is determined that cylinder 3 is about to enter the next intake stroke, then under the next preset tooth signal, only the current intake pressure value of cylinder 3 needs to be collected, without needing to collect the current intake pressure values ​​of cylinders 1, 2, and 4, significantly reducing the amount of data collected and saving vehicle-side resource costs. This method eliminates the need to collect the current intake pressure values ​​of all cylinders simultaneously, and also eliminates the need to compare the current intake pressure value with a reference intake pressure value, improving the efficiency and reliability of cylinder target intake pressure value acquisition.

[0048] In some embodiments, the method further includes: In response to the presence of an interference signal in the current intake pressure value, the current intake pressure value of each cylinder is acquired according to a pre-calibrated spare signal tooth. The system monitors in real time whether the current intake pressure value collected under the backup signal tooth meets the preset fault conditions. If it does, the system determines the target intake pressure value for each cylinder according to the intake pressure collection strategy under the fault mode.

[0049] Specifically, when actually collecting the current intake pressure value, the signal quality may be poor, with interference signals present. This phenomenon can be caused by various reasons. For example, under certain extreme operating conditions (such as extremely high speeds and rapid acceleration under heavy load), the inertial effect of airflow and pressure wave reflection may be very strong, causing the pressure to remain in a transient process of rapid rise or fall under the preset gear signal, rather than a stable plateau. In this case, the collected current intake pressure value is highly random and has poor representativeness. Another reason could be engine manufacturing tolerances, wear, or variable valve timing deviations. The actual throttle closing angle may deviate from the theoretically preset gear signal calibrated in the ECU, causing the preset gear signal to not be precisely aligned with the actual pressure equilibrium point, resulting in deviations in the collected intake pressure value.

[0050] The vehicle's diagnostic unit can determine if interference signals are present in the current intake pressure value. If interference is detected, to ensure the accuracy of the target intake pressure value, the ECU activates a pre-calibrated backup signal tooth and acquires the current intake pressure value of each cylinder under the backup signal tooth. The backup signal tooth is the signal tooth adjacent to the preset signal tooth; for example, if the preset signal tooth has 20 teeth, the backup signal tooth can be 19 or 21 teeth. The intake pressure value of the cylinder acquired under the backup signal tooth is more stable and has fewer interference signals, avoiding the problem of acquiring intake pressure values ​​when the signal quality of the preset signal tooth is poor, which would affect the accuracy of the target intake pressure value.

[0051] Next, the current intake pressure value collected by the backup signal tooth needs to be monitored in real time to determine whether it meets the preset fault conditions. The preset fault conditions are as follows: if the current intake pressure value collected by the backup signal tooth continuously exhibits interference signals within a predetermined time period, or if the number of interference signals within the predetermined time period reaches a preset threshold, then the fault conditions are considered met. When the current intake pressure value collected by the backup signal tooth meets the fault conditions, it indicates that the engine has a fault, and the value of the current intake pressure collected by the backup signal tooth is inaccurate and cannot be used as a valid target intake pressure value for the cylinder. At this time, the ECU enters the cylinder fault mode, and in the fault mode, a corresponding intake pressure acquisition strategy is used to determine the target intake pressure value for each cylinder.

[0052] The intake pressure acquisition strategy under fault mode specifically involves correcting the intake pressure values ​​of cylinders with interference signals based on the intake pressure values ​​of cylinders without interference signals (or that do not meet fault conditions). For example, for a horizontally opposed four-cylinder engine, if the current intake pressure value of one cylinder meets the fault conditions (denoted as the faulty cylinder), then the current intake pressure value of the cylinder on the same side as the faulty cylinder without interference signals is used as the current intake pressure value of the faulty cylinder. If the current intake pressure value of the cylinder on the same side also has interference signals, then the average of the current intake pressure values ​​of the two cylinders on the opposite side is used as the current intake pressure value of the faulty cylinder. This ensures the normal operation of subsequent engine data processing in the event of an engine cylinder fault.

[0053] This embodiment describes a method for switching to a backup signal tooth to acquire the intake pressure value when interference signals are present. This allows for the rapid acquisition of a stable and reliable intake pressure value, ensuring that the reacquired intake pressure value does not deviate excessively from the actual intake pressure value within the cylinder. If the current intake pressure value acquired by the backup signal tooth meets preset fault conditions, the intake pressure acquisition strategy under fault mode is used to determine the target intake pressure value for the cylinder, effectively preventing the stability of subsequent engine control from being affected by partial cylinder failures.

[0054] In some embodiments, the method further includes: Collect the engine's intake air temperature; The compensation value of the preset signal tooth is determined based on the intake air temperature, and the compensation value is inversely proportional to the intake air temperature. The preset signal teeth are adjusted according to the compensation value.

[0055] Specifically, for the same mass of air entering the cylinder, with a fixed cylinder volume, higher intake temperature results in higher pressure, and lower intake temperature results in lower pressure. Under the same intake manifold absolute pressure sensor reading, the actual mass of high-temperature air is less, and the actual mass of low-temperature air is more. Intake temperature alters heat conduction and gas flow within the intake manifold and cylinder, potentially affecting the transient process of pressure equilibrium before and after throttle closure. Therefore, if the current intake pressure value is still collected under the preset signal teeth after an intake temperature change, it may lead to inaccurate updates to the target intake pressure value. In this case, compensation for the preset signal teeth is needed based on the intake temperature, such as collecting the signal N teeth earlier or later. To quickly determine the compensation value for the preset signal teeth, a mapping table between intake temperature and the compensation value of the preset signal teeth can be pre-constructed based on vehicle bench tests. In the mapping table, the compensation value is inversely proportional to the intake temperature. A reference intake temperature (0°C) is set in the mapping table; at this reference temperature, the compensation value is 0, meaning no compensation for the preset signal teeth is required. As the intake air temperature decreases, the compensation value gradually increases, meaning the tooth offset becomes positive and shows an increasing trend. For example, when the intake air temperature is -20℃, the compensation value is +1, and when the intake air temperature is -30℃, the compensation value is +2. As the intake air temperature increases, the compensation value gradually decreases, meaning the tooth offset becomes negative and shows a decreasing trend. For example, when the intake air temperature is 20℃, the compensation value is -1, and when the intake air temperature is 40℃, the compensation value is -2.

[0056] After determining the compensation value, the adjusted preset signal teeth can be calculated. For example, if the original preset signal teeth were 50 teeth and the compensation value was +1, then the adjusted preset signal teeth would be 50 + 1 = 51 teeth. If the original preset signal teeth were 20 teeth and the compensation value was -1, then the adjusted preset signal teeth would be 20 - 1 = 19 teeth.

[0057] In practice, the engine's intake air temperature is obtained, and the corresponding compensation value is looked up in a mapping table. There are two lookup methods. The first is the nearest-point method, which finds the temperature point in the mapping table closest to the intake air temperature and directly obtains the compensation value corresponding to that temperature point as the compensation value for the intake air temperature. The second is the linear interpolation method, which finds the temperature range formed between two temperature points in the mapping table and calculates the compensation value for the intake air temperature by interpolation based on the compensation values ​​corresponding to the two temperature points. The final compensation value may be non-integer; it is rounded to determine an integer compensation value as the final compensation value.

[0058] The method in this embodiment provides a compensation method for preset signal teeth when the engine intake air temperature fluctuates, so as to ensure that the accurate cylinder intake air pressure value can always be collected, compensate for the systematic deviation caused by temperature, and significantly improve the cylinder intake air pressure collection accuracy under cold start, warm-up and high temperature environments.

[0059] In some embodiments, determining whether the engine has successfully determined the cylinder at the current moment includes: Receive the status flag bit corresponding to the cylinder judgment; If the status flag corresponds to a successful cylinder determination, then the cylinder determination is successful. If the status flag corresponds to a cylinder determination failure status, it is determined that the cylinder determination was unsuccessful.

[0060] Specifically, the ECU uses both the crankshaft position sensor and the camshaft position sensor to determine the cylinder. The crankshaft position sensor detects a crankshaft target wheel with a missing tooth. When the ECU detects this missing tooth gap, it knows that the next tooth coming corresponds to the top dead center reference position of a certain cylinder (usually near the compression top dead center of cylinder 1 or cylinder 4). However, the ECU still doesn't know which cylinder it is. The camshaft position sensor monitors a camshaft target wheel with one or more special protrusions. When a specific cylinder (e.g., cylinder 1) is at compression top dead center, the camshaft sensor reads a unique signal by monitoring the camshaft target wheel. This signal can be a pulse of varying width or a pulse edge at a specific location. The ECU continuously monitors the signals from both sensors. When it simultaneously detects the first top dead center reference tooth after the crankshaft tooth gap ends and the camshaft sensor signal is at the expected high or low level (corresponding to the unique signal), the ECU can determine that the current position is compression top dead center of cylinder 1 (using cylinder 1 as an example, but it could also be cylinder 4). Then, based on the firing order, the ECU can determine the stroke of each cylinder and update the status flag to the cylinder detection success status.

[0061] Once the ECU successfully identifies a cylinder, it updates the corresponding status flag. If the status flag corresponds to a successful cylinder identification (e.g., Sync_Flag = 1), the cylinder identification is confirmed as successful; if it corresponds to a failed cylinder identification (e.g., Sync_Flag = 0), the cylinder identification has failed. Once successful cylinder identification is confirmed, the ECU can directly switch to the target intake pressure value update method, resulting in a faster update rate. The status flag accurately determines the moment of successful cylinder identification and allows for rapid switching of the target intake pressure value update method, facilitating quick and accurate updates of the target intake pressure value for each cylinder and improving subsequent precise engine control.

[0062] It's important to note that current high-performance engines commonly employ Variable Valve Timing (VVT) technology. Through hydraulic or electronic control mechanisms, the camshaft angle relative to the crankshaft can be dynamically adjusted during operation to achieve earlier / later throttle closing, thereby altering the effective compression ratio and intake volume, and optimizing torque at different engine speeds. Changes in camshaft phase correspondingly alter the actual crankshaft angle at throttle closing. The preset gear signal is pre-calibrated based on the crankshaft angle at the moment of throttle closing. If VVT activates, the preset gear signal may misalign with the actual pressure balance point, leading to data inefficiency. Therefore, the preset gear signal needs to be adjusted accordingly to follow VVT activation. First, the ECU accurately determines the current actual intake camshaft phase using the camshaft position sensor and control algorithm. The intake camshaft phase is typically an angle, such as "intake camshaft advance by 20 degrees crankshaft angle." For each camshaft phase, there exists a corresponding optimal crankshaft angle for sampling intake pressure (calibrated during engine development). This angle is typically close to the actual throttle closing angle for that phase (e.g., for an intake camshaft phase of 20°, the corresponding crankshaft angle is 190°). During actual engine operation, the intake camshaft phase is read in real time, and the corresponding crankshaft angle is looked up in the calibration table based on the intake camshaft phase. Then, the corresponding gear signal is determined through angle conversion as the updated preset gear signal. As the crankshaft continues to rotate, when the updated preset gear signal is reached, the operation of collecting the current intake pressure value for each cylinder is triggered. Through this method, the engine data acquisition method of this application has better versatility and robustness, applicable to different engines. It ensures that under any operating condition, the collected intake pressure value is at the correct time and represents the correct intake volume, providing a reliable data foundation for subsequent precise control.

[0063] It's important to note that when the intake pressure sensor corresponding to a cylinder malfunctions (e.g., out of range, open circuit, or significantly deviating from physical laws compared to other cylinders), the ECU can use pressure data from the other three normal machine pressure sensors, combined with the engine model, to estimate the intake pressure value of the cylinder corresponding to the faulty sensor in real time. This allows the system to degrade even if some hardware fails, ensuring driving safety. In practice, each intake pressure sensor needs to be monitored in real time to determine if a malfunction has occurred. This includes static rationality checks, such as ensuring the intake pressure value is within the physically possible range and whether the change between two adjacent samples exceeds physical limits. Consistency checks can also be performed, ensuring that the intake pressure values ​​of each cylinder are highly consistent under steady-state conditions. If the intake pressure value of a particular cylinder consistently and significantly deviates from the average of the other three cylinders, a malfunction is identified. If the intake pressure sensor is determined to be faulty, its corresponding flag can be set to a fault state. When estimating the value of the faulty intake pressure sensor, it can be reconstructed using the intake pressure values ​​of the other three cylinders. For example, in a horizontally opposed four-cylinder engine with a firing order of 1-3-2-4, there is a fixed phase difference in the intake process of each cylinder. The intake pressure value of the adjacent cylinder to the cylinder corresponding to the faulty intake pressure sensor can be used for estimation. For instance, during the intake stroke of cylinder 4, its pressure value can be considered highly correlated with the pressure of cylinder 2, which has just completed its intake stroke, or cylinder 1, which is about to receive air. The average intake pressure of cylinder 2 and cylinder 1 is taken as the estimated intake pressure value for cylinder 4. For a faulty intake pressure sensor, the ECU no longer collects its intake pressure value but directly uses the estimated value.

[0064] Furthermore, to reduce engine costs, the number of intake pressure sensors can be reduced. For example, intake pressure sensors can be installed only in cylinders 1 and 2. Using a high-precision intake system fluid dynamics model, combined with crankshaft and camshaft signals, the pressure values ​​of cylinders 2 and 4 can be calculated in real time. In practice, the crankshaft signal provides the time reference and engine speed for the calculation. The camshaft signal provides the real-time opening and closing times of the throttle and exhaust valves for each cylinder. Based on the crankshaft and camshaft signals, iterative solutions are performed at each calculation step (e.g., every 1 degree of crankshaft rotation or every tooth event) to estimate the intake pressure values ​​of cylinders 2 and 4 in real time.

[0065] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0066] It should be noted that some embodiments of this application have been described above. In some cases, the actions or steps described in the above embodiments can be performed in a different order than that shown in the above embodiments and the desired result can still be achieved. In addition, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0067] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides an engine data acquisition device.

[0068] refer to Figure 4 The engine data acquisition device includes: The first acquisition module 202 is configured to acquire the intake pressure value of each cylinder in the multi-cylinder engine as a reference pressure value in response to the engine being powered on. The second acquisition module 204 is configured to acquire the current intake pressure value of each cylinder according to a preset signal tooth of the engine crankshaft in response to determining that the engine is running; wherein, the preset signal tooth refers to the signal tooth corresponding to the moment when the cylinder throttle valve is closed. The determination module 206 is configured to determine whether the engine has successfully determined a cylinder at the current moment, and in response to failure to determine a cylinder, to determine a target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value.

[0069] In this embodiment, the target intake pressure value reflects the actual intake pressure within the cylinder. Since the intake pressure value of a cylinder during its intake stroke fluctuates and differs from the reference pressure value, this difference can be used to identify the cylinder currently in its intake stroke. The current intake pressure value of a cylinder in its intake stroke is close to its actual pressure value, and therefore can be used as the target intake pressure value for that cylinder. This solves the problem of not being able to determine the actual cylinder pressure value before successful cylinder identification, which is beneficial for the accurate calculation of subsequent engine control parameters and improves the control precision of the engine electronic control system.

[0070] In some embodiments, the determining module 206 is configured to determine whether the current intake pressure value is less than the reference pressure value; In response to the current intake pressure value being less than the reference pressure value, the current intake pressure value is used as the target intake pressure value for the cylinder.

[0071] In some embodiments, after determining the target intake pressure value for each cylinder, an accumulation module is further included, configured to configure a stroke accumulation parameter for the cylinder with the determined target intake pressure value, and set the value of the stroke accumulation parameter to an initial value. In response to the detection of the preset signal tooth again during engine operation, the value of the stroke accumulation parameter is updated; In response to the value of the stroke accumulation parameter reaching a preset threshold, the target intake pressure value is updated according to the current intake pressure value of the corresponding cylinder collected in the preset signal tooth next time, and the value of the stroke accumulation parameter is restored to the initial value.

[0072] In some embodiments, the determining module 206 is configured to determine a target intake pressure value for each cylinder in response to a successful cylinder determination, based on the current intake pressure value and a preset cylinder firing order.

[0073] In some embodiments, the determining module 206 is configured to determine the cylinder currently in the intake stroke, take the current intake pressure value corresponding to the cylinder in the intake stroke as the target intake pressure value of the cylinder in the intake stroke, and determine the target intake pressure values ​​of other cylinders in sequence according to the cylinder firing order.

[0074] In some embodiments, an adjustment module is also included, configured to acquire the current intake pressure value of each cylinder according to a pre-calibrated spare signal tooth in response to the presence of an interference signal in the current intake pressure value. The system monitors in real time whether the current intake pressure value collected under the backup signal tooth meets the preset fault conditions. If it does, the system determines the target intake pressure value for each cylinder according to the intake pressure collection strategy under the fault mode.

[0075] In some embodiments, the adjustment module is configured to acquire the engine's intake air temperature; The compensation value of the preset signal tooth is determined based on the intake air temperature, and the compensation value is inversely proportional to the intake air temperature; the preset signal tooth is adjusted based on the compensation value.

[0076] In some embodiments, the determining module 206 is configured to receive the status flag bit corresponding to the cylinder judgment; If the status flag corresponds to a successful cylinder determination, the cylinder determination is confirmed to be successful; if the status flag corresponds to a failed cylinder determination, the cylinder determination is confirmed to be unsuccessful.

[0077] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0078] The apparatus described above is used to implement the corresponding engine data acquisition method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0079] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the engine data acquisition method described in any of the above embodiments.

[0080] Figure 5 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0081] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0082] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0083] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0084] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0085] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0086] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0087] The electronic devices described above are used to implement the corresponding engine data acquisition methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0088] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an engine, the engine including a controller, the controller being used to execute the engine data acquisition method as described in the foregoing embodiments.

[0089] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle including the engine described in the above embodiments.

[0090] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the engine data acquisition method as described in any of the above embodiments.

[0091] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0092] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the engine data acquisition method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0093] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0094] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0095] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0096] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0097] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for acquiring engine data, characterized in that, include: In response to engine power-on, the intake pressure value of each cylinder in the multi-cylinder engine is collected as a reference pressure value; In response to determining that the engine is running, the current intake pressure value of each cylinder is acquired according to the preset signal teeth of the engine crankshaft; wherein, the preset signal teeth refer to the signal teeth corresponding to the moment when the cylinder throttle valve closes. Determine whether the engine has successfully identified a cylinder at the current moment. If the cylinder identification is unsuccessful, determine the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value.

2. The method according to claim 1, characterized in that, The step of determining the target intake pressure value for each cylinder based on the reference pressure value and the current intake pressure value includes: Determine whether the current intake pressure value is less than the reference pressure value; In response to the current intake pressure value being less than the reference pressure value, the current intake pressure value is used as the target intake pressure value for the cylinder.

3. The method according to claim 1, characterized in that, After determining the target intake pressure value for each cylinder, the following is also included: Configure stroke accumulation parameters for cylinders with a determined target intake pressure value, and set the value of the stroke accumulation parameters to an initial value; In response to the detection of the preset signal tooth again during engine operation, the value of the stroke accumulation parameter is updated; In response to the value of the stroke accumulation parameter reaching a preset threshold, the target intake pressure value is updated according to the current intake pressure value of the corresponding cylinder collected in the preset signal tooth next time, and the value of the stroke accumulation parameter is restored to the initial value.

4. The method according to claim 1, characterized in that, The method further includes: In response to successful cylinder identification, the target intake pressure value for each cylinder is determined based on the current intake pressure value and the preset cylinder firing order.

5. The method according to claim 4, characterized in that, Based on the current intake pressure value and the preset cylinder firing order, determine the target intake pressure value for each cylinder, including: Identify the cylinder currently in the intake stroke and use the current intake pressure value corresponding to the cylinder in the intake stroke as the target intake pressure value for the cylinder in the intake stroke. The target intake pressure values ​​for the other cylinders are determined sequentially according to the cylinder firing order.

6. The method according to claim 1, characterized in that, The method further includes: In response to the presence of an interference signal in the current intake pressure value, the current intake pressure value of each cylinder is acquired according to a pre-calibrated spare signal tooth. The system monitors in real time whether the current intake pressure value collected under the backup signal tooth meets the preset fault conditions. If it does, the system determines the target intake pressure value for each cylinder according to the intake pressure collection strategy under the fault mode.

7. The method according to claim 1, characterized in that, The method further includes: Collect the engine's intake air temperature; The compensation value of the preset signal tooth is determined based on the intake air temperature, and the compensation value is inversely proportional to the intake air temperature. The preset signal teeth are adjusted according to the compensation value.

8. The method according to claim 1, characterized in that, Determining whether the engine has successfully determined the cylinder at the current moment includes: Receive the status flag bit corresponding to the cylinder judgment; If the status flag corresponds to a successful cylinder determination, then the cylinder determination is successful. If the status flag corresponds to a cylinder determination failure status, it is determined that the cylinder determination was unsuccessful.

9. An engine, characterized in that, The engine includes a controller for performing the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the engine as described in claim 9.

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