Two-stroke piston engine integrated controller with high-reliability position estimation

Abstract

The invention provides a two-stroke piston engine integrated controller with high-reliability position estimation, which is characterized in that a motor Hall signal acquisition function is added on the basis of an engine crankshaft position signal acquisition circuit of a conventional engine control module. A crankshaft position signal redundancy switching logic of the two-stroke piston engine is designed based on an improved circuit, a groove pole position behind a top dead center is positioned in the operation process of the engine, synchronous correction of a Hall signal and a crankshaft position signal is achieved, and a conversion relation between a motor Hall signal and the crankshaft position signal of the engine is established. When the crankshaft position signal is abnormal, the engine timing control method based on the motor Hall signal can be automatically switched. According to the invention, the redundancy switching of the position signal of the two-stroke piston engine can be realized, so that the piston engine can still complete a set task without flameout when the crankshaft position signal is abnormal, and the reliability of a control system is greatly improved.

Description

Technical Field

[0001] This invention belongs to the field of aviation piston engine control technology, and particularly relates to a highly reliable position estimation integrated controller for a two-stroke piston engine. Background Technology

[0002] Aviation piston engines are widely used in unmanned aerial vehicles (UAVs), small general aviation aircraft, and other aviation propulsion systems. The electronic control systems of these engines typically rely on crankshaft position signals to perform functions such as fuel injection timing, ignition timing, combustion phase control, and fault diagnosis. Currently, the industry commonly uses a toothed disc with a missing tooth structure (such as 60-2, 36-1, 17-1, etc.) combined with a magnetoresistive or Hall effect speed sensor to obtain crankshaft angle information. The missing tooth structure allows the controller to identify the absolute phase, enabling the determination of critical positions such as the piston's top dead center during compression.

[0003] In real-world aviation applications, the crankshaft position measurement link can be affected by factors such as vibration, oil contamination, sensor clearance misalignment, electromagnetic interference, and cable short / open circuits, leading to faults such as signal attenuation, incorrect triggering, missing teeth, and positioning failure. Once the crankshaft position signal becomes unavailable, the engine will lose precise control over fuel injection and ignition timing, typically entering protection mode or ceasing operation altogether, thus impacting flight mission safety.

[0004] With the increasing application of hybrid power systems and integrated electric starter / generator solutions, some aero-engine piston engines directly couple brushless DC motors to their crankshafts. These motors typically integrate three-phase Hall effect position sensors, providing discrete position states corresponding to the rotor's electrical angle. Because the motor and engine crankshaft have a rigid or semi-rigid connection, the motor rotor angle and crankshaft angle maintain a fixed proportional relationship during engine operation. Therefore, it is considered to use the motor's Hall effect signals to reflect the real-time mechanical motion state of the crankshaft.

[0005] Current technology has not yet established an effective method for using brushless DC motor Hall signals to replace or back up engine crankshaft position signals. The main problems include: Hall signals are discrete electrical angle information with low resolution; there is a conversion relationship between electrical and mechanical angles; the Hall signals are repetitive and periodic along the rotor slot pole structure, requiring phase synchronization correction; and how to achieve bumpless switching in the event of failure of the primary position signal. These problems have prevented brushless DC motor Hall signals from being used for redundant position measurement in aero-engine piston engines.

[0006] Therefore, it is necessary to develop a highly reliable position estimation integrated controller for two-stroke piston engines, and to develop a technical solution that utilizes the Hall signal of a brushless DC motor to construct a redundant link for the crankshaft position signal of an aero-piston engine, so as to improve the fault tolerance and mission reliability of the aero-piston engine. Summary of the Invention

[0007] Objective: The technical problem this invention aims to solve is to address the shortcomings of existing technologies by providing a highly reliable integrated controller for two-stroke piston engines with accurate position estimation. Based on a conventional engine electronic control system, it additionally acquires Hall signals from a brushless DC motor. Through a process method that fixes the installation angle between the motor and the engine crankshaft, a redundant link for the crankshaft position signal of the aero-piston engine is constructed using the brushless DC motor Hall signals. This ensures that the engine can still perform timing control related to fuel injection and ignition actuators even when the engine crankshaft position signal is abnormal, thereby improving the reliability of the engine control system.

[0008] This invention presents a highly reliable position estimation integrated controller for a two-stroke piston engine. Based on this integrated controller, a crankshaft position signal redundancy switching logic is designed. When the engine crankshaft position signal is abnormal, it can automatically switch to an engine timing control method based on a motor Hall effect sensor signal. The phase deviation between the engine crankshaft position signal and the motor Hall effect sensor signal is determined during the engine manufacturing process. During engine operation, the slot pole position after top dead center is located to achieve synchronous correction between the Hall effect sensor signal and the crankshaft position signal, establishing a conversion relationship between the motor Hall effect sensor signal and the engine crankshaft position signal. When the engine crankshaft position signal is abnormal, it can quickly switch to the motor Hall effect sensor signal for engine control, ensuring that the engine does not stall.

[0009] The controller includes a generator module and an engine control module. The generator module controls the generator, and the engine control module controls the engine. Based on the conventional engine control module's circuit for acquiring engine crankshaft position signals, a function for acquiring motor Hall signals is added. Based on the conventional engine controller design logic, a buffer chip for motor Hall signals is added. Based on the chip waveform, the chip performs waveform shaping, noise suppression, and level conversion to filter and reduce noise in the Hall signals. It is also compatible with Hall sensors operating in mixed voltage environments of 3.3V and 5V.

[0010] The controller integrates a crankshaft position signal redundancy switching logic for a two-stroke piston engine: when the crankshaft position signal is abnormal, it can automatically switch to an engine timing control method based on the motor Hall signal. When the engine starts, if the engine crankshaft position signal is abnormal, the engine exhibits abnormal operation and fails to start, so it is powered down for troubleshooting; if the engine starts normally, the synchronization correction between the motor Hall signal and the engine crankshaft position is performed; if the crankshaft position signal is not abnormal, the engine actuator timing control is performed based on the crankshaft position signal.

[0011] When the crankshaft position signal is abnormal, it is classified into two categories according to the result: The first category is that the number of teeth calculated by the acquisition circuit does not match the actual number of teeth; the second category is that the engine cannot detect missing teeth, causing the actuator to be unable to periodically position and output. If either category occurs, the crankshaft position signal is determined to be abnormal, and the crankshaft position signal abnormality confirmation stage begins. If any arbitrary result occurs once, the crankshaft position signal abnormality counter is incremented by 1. When the crankshaft position signal abnormality counter exceeds the threshold i (usually 2), the crankshaft position signal is confirmed to be abnormal, and the engine timing control based on the motor Hall signal is switched.

[0012] During the control process based on Hall signals, the crankshaft position signal continues to be acquired to determine whether the crankshaft position signal has returned to normal. When the acquired signal meets the conventional logic for tooth count and missing tooth judgment, signal recovery confirmation is performed. When the crankshaft position signal recovery counter calculation result exceeds the threshold j (usually 2), it is determined that the crankshaft position signal has returned to normal, and the timing control based on the engine crankshaft position signal is restored.

[0013] The synchronous correction of the motor Hall signal and the engine crankshaft position includes: fixing the installation angle between the brushless DC motor and the engine crankshaft through a unified installation interface, determining the conversion relationship between electrical angle and mechanical angle, using a toothed disc with a missing tooth structure combined with a speed sensor as the crankshaft position signal, the brushless DC motor has p slot poles, the toothed disc and the motor stator are fixedly installed to the crankshaft, and the Hall signal repeats periodically along the rotor slot pole structure, so the crankshaft position signal and the Hall signal exhibit a regular periodic change; when the crankshaft rotates one revolution, the engine crankshaft position signal determines the crankshaft position through the missing tooth, thereby locating the piston top dead center position, and the motor Hall signal exhibits p square waves. Through the synchronous correction of the engine crankshaft signal and the motor Hall signal, the connection between the motor Hall signal and the engine piston top dead center is established.

[0014] When there are no abnormalities in the crankshaft position signal, the top dead center time of the engine crankshaft position signal is collected for n cycles. As a reference point, the rising edge of the motor slot pole in the next acquisition is... At any given time, the slot pole is defined as slot pole 1, followed by slot pole 2, slot pole 3, ..., slot pole p; the piston top dead center is located between slot pole p and slot pole 1, establishing the connection between the piston top dead center and the motor slot pole after the engine is running.

[0015] Calculate the rising edge time of slot 1 Rising edge time of slot 2 interval time The time taken for the rotor to pass through slot 1 is defined as the time taken for the rotor to pass through slot 2. The time taken for the rotor to rotate through slot pole p / 2 is The angular velocity of rotation is calculated by taking half a revolution. :

[0016] ,

[0017] After positioning slot 1, based on the position of the upper dead center and the angle of the Hall sensor... Calculate the angle between the top dead center and the rising edge of slot pole 1. :

[0018] ,

[0019] Where floor represents the floor function.

[0020] Adaptive phase calibration is performed during the engine manufacturing process. When the engine is running smoothly, the calibration is based on the piston reaching top dead center. The rising edge of motor slot 1 collected At any given moment, through smoothing and noise reduction, the corrected top dead center distance from slot pole 1 rising edge angle is obtained based on the angular velocity. :

[0021] ,

[0022] The rising edge time of slot pole p is collected. At this time, it is necessary to rotate the angle. From the top endpoint:

[0023] ,

[0024] In the timer of the Hall effect acquisition circuit The moment when the engine reaches top dead center:

[0025] ,

[0026] With no abnormalities in the crankshaft position signal, after locating slot pole 1, the slot pole signal acquired by the Hall effect sensor begins to cycle from 1 to p, updating the angular velocity during the cycle. Until the rising edge of the slot pole p is acquired. and in When the engine reaches top dead center, the synchronous correction of the motor Hall signal and the engine crankshaft is achieved.

[0027] The engine timing control method based on motor Hall signals includes: designing timing control of the engine actuator based on motor Hall signals, on the basis of the timing control logic of a conventional engine actuator. The timing control logic of the engine actuator can calculate the injection positioning and ignition timing based on the intake air temperature, atmospheric pressure, engine cylinder temperature, throttle opening, fuel pressure signal, and engine speed signal. The injection positioning includes the injection cutoff angle in the m-th cycle. and fuel injection pulse width Ignition timing includes the ignition cutoff angle. and charging time ;

[0028] Based on the calculated cutoff angle and pulse width, the engine top dead center corresponds to the gear number n. SZD Using this as a reference, locate the number of teeth n corresponding to the xth tooth of the gear. x With the rising edge time t x By positioning the fuel injection and multi-ignition timing of a two-stroke piston engine during a single piston operation, control quantities are output to achieve high-frequency and stable operation of the aero-piston engine.

[0029] Engine speed is calculated by the time taken for each rising edge of the gear. Engine timing control is centered on the top dead center (TDC) moment. Based on the conversion relationship between the motor Hall effect signal and the engine crankshaft position signal, the TDC moment is determined, and the ignition start timing is determined. :

[0030] ,

[0031] The moment when magnetization begins upon ignition is Magnetization time Then, the ignition time begins. for:

[0032] ,

[0033] in, The slot electrode for ignition start The rising edge of the data is collected at the same time as the fuel injection timing logic and ignition timing.

[0034] This invention verifies crankshaft position signal redundancy switching. When the crankshaft position sensor is disconnected during engine operation, fuel injection and ignition fail to output because the timing phase cannot be found. Upon triggering the switching logic, it automatically switches to engine timing control based on motor Hall effect sensors, restoring normal fuel injection and ignition output. This ensures the engine maintains normal operation even under abnormal crankshaft position signal conditions, improving the reliability of the control system.

[0035] This invention designs an integrated controller for a two-stroke piston engine without adding additional sensor hardware, integrating the starter motor control and engine controller of the two-stroke piston engine into a single design. When the engine crankshaft position signal is abnormal, the Hall signal from the starter generator is collected as the position redundancy signal for the aero-piston engine, used for timing output control of the engine actuators. The position sensor for a two-stroke piston engine typically consists of a geared disc and a speed sensor (Hall effect, magnetoelectric type), capturing the characteristic signal of the geared disc through non-contact electromagnetic induction. By establishing a mapping relationship between the geared disc and the crankshaft angle, real-time calculation of the piston position is achieved. When the geared disc wears or the speed sensor malfunctions, erroneous position signals can cause ignition and fuel injection phase disorder, leading to engine stalling. To improve the reliability of the engine control system, the reliability of the position signal needs to be ensured; therefore, a position signal redundancy switching design is implemented.

[0036] The integrated controller for a two-stroke aero-piston engine designed in this invention features two sets of position signal processing channels, one primary and one backup, without the need for additional sensors. When an abnormality is detected in the crankshaft position signal of the primary channel, the system automatically triggers a redundancy switching mechanism, switching from conventional geared positioning control to angle control based on motor Hall effect sensors. This achieves redundancy switching of the two-stroke piston engine position signal, ensuring that the piston engine does not shut down when the crankshaft position signal is abnormal and can still complete its intended tasks, greatly improving the reliability of the control system.

[0037] The present invention has the following beneficial effects: (1) High reliability: It realizes heterogeneous backup of position estimation signal. Even if the engine crankshaft position signal is abnormal, the engine can still continue to run, prevent in-flight shutdown, and improve the reliability of the control system.

[0038] (2) Zero weight increase and low cost: It directly utilizes existing generator sensor resources without the need to add extra spare gears or sensors, which meets the requirements of lightweight and low cost of aviation piston engines.

[0039] (3) High installation tolerance: There is no need to strictly align the angle between the motor rotor and the crankshaft gear during mechanical installation. The assembly difficulty and maintenance cost are reduced by the "adaptive phase calibration" of the software during the engine manufacturing stage. Attached Figure Description

[0040] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, and the advantages of the present invention in the above and / or other aspects will become clearer.

[0041] Figure 1 This is a schematic diagram of the crankshaft position signal redundancy switching logic.

[0042] Figure 2 This is the functional diagram of the integrated controller.

[0043] Figure 3 This is a schematic diagram of the Hall effect sensor acquisition circuit design for the engine electronic control system.

[0044] Figure 4 It compares the Hall signal with the crankshaft position signal.

[0045] Figure 5 It is a synchronous correction of the motor Hall signal and the piston top dead center position.

[0046] Figure 6 This is a timing diagram of each actuator.

[0047] Figure 7 This is a verification of crankshaft position signal redundancy switching. Detailed Implementation

[0048] This invention provides a highly reliable position estimation integrated controller for a two-stroke piston engine. Based on a conventional engine electronic control system circuit, a motor Hall effect sensor acquisition circuit is designed, the functional diagram of which is shown below. Figure 2 The integrated controller mainly includes a starter-generator module and an engine control module. The starter-generator module controls the starter generator, and the starter-generator module receives signals from Hall effect sensors, such as... Figure 2 As shown; the engine control module controls the engine, and the signal acquisition module receives crankshaft position signals from the speed sensor, such as... Figure 2 As shown.

[0049] The integrated controller adds the function of acquiring motor Hall signals to the design of conventional engine electronic control systems, such as... Figure 3 As shown. Among them. Figure 3 (a) shows the chip acquisition design. Figure 3 Figure (b) shows the Hall effect buffer circuit design. A buffer chip is added before the main chip of the engine controller. Based on the chip's waveform shaping, noise suppression, and level conversion functions, the Hall signal is filtered and noise reduced. It is also compatible with the mixed voltage environment of the Hall sensor (3.3V and 5V), improving the controller's adaptability. The chip's anti-backflow feature is utilized to prevent noise signals from the back end of the engine electronic control system from interfering with the Hall signal and affecting the acquisition of data from the brushless DC motor.

[0050] A crankshaft position signal redundancy switching logic was designed to automatically switch to an engine timing control method based on motor Hall signals when the crankshaft position signal is abnormal. Figure 1 If the crankshaft position signal is abnormal during engine start-up, the engine will exhibit abnormal operation and fail to start. In this case, power-off troubleshooting is recommended. If the engine starts normally, phase synchronization correction is performed between the motor Hall effect signal and the crankshaft position signal. If the crankshaft position signal is normal during this stage, actuator timing control is performed based on the crankshaft position signal.

[0051] When the crankshaft position signal malfunctions, it can be categorized into two main types. First, the number of teeth calculated by the acquisition circuit does not match the actual number of teeth. This is generally due to signal interference or loose connections in the crankshaft position sensor. Second, the engine cannot detect missing teeth, causing the actuator to fail to output periodic positioning output. This is generally due to a short circuit or open circuit in the crankshaft position sensor. Because of the harsh operating environment of the engine in the air, a fault confirmation phase is designed to prevent frequent signal switching caused by low-probability interference. Once either of these two types of problems occurs, the crankshaft position signal is determined to be abnormal, and the crankshaft position signal anomaly confirmation phase begins. If any of the above results occur once, the crankshaft position signal abnormality counter is incremented by 1. When the crankshaft position signal abnormality counter exceeds the threshold i (usually 2), the crankshaft position signal is confirmed to be abnormal, and the system switches to engine timing control based on the motor Hall signal. Similarly, during the control process based on the Hall signal, the crankshaft position signal continues to be acquired to determine whether the crankshaft position signal has returned to normal. When the acquired signal meets the conventional logic for tooth count and missing tooth judgment, signal recovery confirmation is performed. When the crankshaft position signal recovery counter calculation result exceeds the threshold j (usually 2), the crankshaft position signal is determined to have returned to normal, and the system reverts to timing control based on the engine crankshaft position signal.

[0052] When installing the engine crankshaft and brushless DC motor, a specific mounting interface process is used to fix the mounting angle between the brushless DC motor and the engine crankshaft, determining the conversion relationship between electrical and mechanical angles. A toothed disc with a missing tooth structure, combined with a magnetoresistive speed sensor, serves as the crankshaft angle signal. The brushless DC motor has p pairs of magnetic poles. With each rotation of the crankshaft, the engine crankshaft position signal can be used to determine the crankshaft position through the missing tooth, thus locating the piston's top dead center position. However, the motor's Hall effect signal, presenting p square waves, cannot accurately pinpoint the crankshaft position. Figure 4 As shown. Therefore, it is necessary to establish the connection between the motor Hall signal and the engine piston top dead center by synchronizing the engine crankshaft signal and the motor Hall signal.

[0053] Taking a motor with a 17-1 gear and 14 pairs of magnetic poles as an example, the rising edge of the 3rd tooth of the gear is the top dead center of the engine. The crankshaft position signal and the motor Hall signal are as follows: Figure 4 As shown. During the structural design process, it is known that the position of the upper stop point is related to the initial angle of the Hall sensor. .

[0054] Because the high-frequency rising and falling edges of multi-channel Hall signals place a significant computational burden on the main control chip, only a single-channel Hall signal is used for phase synchronization correction. When the crankshaft position signal is normal, the engine crankshaft position signal is used to acquire the top dead center time up to cycle n. As a reference point, the rising edge of the slot electrode in the next acquisition by the Hall effect sensor circuit is set to... At that moment, the slot pole is defined as slot pole 1. The piston top dead center is located between slot pole p and slot pole 1, establishing the connection between the piston top dead center and the motor slot pole after the engine starts running, as follows: Figure 5 As shown.

[0055] Calculate the rising edge time of slot 1 Rising edge time of slot 2 interval time The unit is milliseconds (ms), and the precision is 10 µs. It can be defined. The time taken for the rotor to rotate through slot 1; similarly, the time taken for the rotor to rotate through slot 2 is... The time taken for the rotor to rotate half a revolution through slot pole p / 2 is Therefore, the angular velocity of rotation can be calculated by taking half a revolution. :

[0056] ,

[0057] After positioning slot 1, the angle between the upper dead center position and the Hall sensor can be determined. The angle of the top dead center distance from slot pole 1 to the rising edge can be calculated. .

[0058] ,

[0059] Considering the potential deviation between the actual measured position and the control position, adaptive phase calibration is performed during the engine manufacturing process. When the engine is running smoothly, the calibration is based on the top dead center time. The rising edge of motor slot 1 collected At any given moment, noise reduction is achieved through multiple smoothing steps. The corrected top dead center distance from slot pole 1 rising edge angle is obtained based on the angular velocity. .

[0060] ,

[0061] The rising edge time of slot pole p is collected. At this time, rotation is required. It can then proceed to the top endpoint.

[0062] ,

[0063] It can be seen that in the timer of the Hall effect acquisition circuit This is the moment when the engine reaches top dead center.

[0064] ,

[0065] After the crankshaft position signal is correctly located at slot pole 1, the slot pole signal acquired by the Hall effect sensor begins to cycle from position 1 to position p. During this cycle, the angular velocity is updated. Until the rising edge of the slot pole p is acquired. and in The engine reached its top dead center. Synchronization between the motor Hall signal and the engine crankshaft was achieved.

[0066] The timing control logic of a conventional engine actuator is as follows: Figure 6 As shown, based on the sensor parameters provided by the speed control and condition monitoring module, fuel injection and ignition timing can be calculated. Among these, fuel injection positioning is mainly determined by the fuel injection cutoff angle. and fuel injection pulse width Composition. Ignition timing is determined by the ignition cutoff angle. and charging time composition.

[0067] Based on the calculated cutoff angle and pulse width, the engine top dead center corresponds to the gear number n. SZD Using this as a reference, locate the number of teeth n corresponding to the xth tooth of the gear. x With the rising edge time t x This method positions the fuel injection and multi-ignition timing of a two-stroke piston engine within a single piston stroke, thereby outputting precise control values ​​and achieving high-frequency, stable operation of the aero-engine. The underlying software calculates the engine speed based on the time consumed by each rising edge of the gear, using the following formula:

[0068] ,

[0069] Where gear is the number of teeth on the gear, and q is the number of missing teeth. , , ..., The time elapsed between two rising edges of the toothed disc is expressed in milliseconds (ms) with an accuracy of 10 µs.

[0070] Engine timing control focuses on the top dead center (TDC) moment. Based on the conversion relationship between the motor Hall effect signal and the engine crankshaft position signal, the TDC moment can be determined. The slot at the start of ignition during the m-cycle is extremely... .

[0071] ,

[0072] The moment when magnetization begins upon ignition is Magnetization time Then, the ignition start time is:

[0073] ,

[0074] in, The slot electrode for ignition start The rising edge of the data is collected at the same time as the fuel injection timing logic and ignition timing.

[0075] Taking a brushless motor with 14 pairs of magnetic poles as an example, this design uses a 17-1 toothed disc with a missing tooth structure (17-1 refers to a single toothed disc with 17 teeth and one missing tooth) combined with a magnetoresistive speed sensor as the crankshaft angle signal. At an engine idle speed of 2000 rpm, the design threshold is 2. During engine operation, the crankshaft position sensor is disconnected. Figure 7 As shown, at time T, the crankshaft position signal is constantly low, and fuel injection and ignition cannot be output because the timing phase cannot be found. After two cycles, the motor Hall signal is connected. Engine timing control is performed based on the motor Hall signal, and the engine's fuel injection and ignition outputs return to normal. This ensures that the engine continues to operate normally even in the event of a crankshaft position sensor failure, improving the reliability of the control system.

[0076] This invention provides a highly reliable position estimation integrated controller for a two-stroke piston engine. Many methods and approaches exist for implementing this technical solution; the above description is merely a preferred embodiment. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this invention, and these improvements and modifications should also be considered within the scope of protection of this invention. All components not explicitly stated in this embodiment can be implemented using existing technologies.

Claims

1. A two-stroke piston engine integrated controller for high-reliability position estimation, characterized by The application relates to a two-stroke piston engine control system, which comprises a starting generator module and an engine control module, the starting generator module controls a starting generator, and the engine control module controls an engine; on the basis of a conventional engine control module collecting an engine crankshaft position signal circuit, a function of collecting a motor Hall signal is added; on the basis of a conventional engine controller design logic, a buffer chip for the motor Hall signal is added, and the chip waveform is shaped, noise is suppressed, and a level is converted, so that the Hall signal is filtered and denoised, and the Hall sensor is adapted to be used in a mixed voltage environment of 3.3V and 5V.

2. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 1, characterized by The controller integrates a crankshaft position signal margin switching logic of a two-stroke piston engine: when the crankshaft position signal is abnormal, the engine timing control method based on the motor Hall signal can be automatically switched; when the engine starts, if the engine crankshaft position signal is abnormal, the engine shows abnormal operation and starting failure, and then power-off troubleshooting is carried out; if the engine starts normally, the motor Hall signal and the engine crankshaft position are synchronized and corrected, and if the crankshaft position signal is not abnormal, the engine actuator timing control is carried out based on the crankshaft position signal.

3. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 2, characterized by When the crankshaft position signal is abnormal, the result is divided into the following two categories: the first category is that the number of teeth calculated by the collection circuit does not match the actual number of teeth; the second category is that the engine cannot judge the missing teeth, so that the actuator cannot be periodically positioned and output, and any result appears, the crankshaft position signal is determined to be abnormal, and the crankshaft position signal abnormality confirmation stage is started; once any result appears, the crankshaft position signal abnormality counter is added by 1, when the crankshaft position signal abnormality counter exceeds a threshold i, the crankshaft position signal is confirmed to be abnormal, and the engine timing control based on the motor Hall signal is switched.

4. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 3, characterized by In the control process based on the Hall signal, the crankshaft position signal is continuously collected, and whether the crankshaft position signal is restored to normal is judged; when the collected signal satisfies the conventional logic of tooth number and missing tooth judgment, the signal recovery is confirmed; when the crankshaft position signal recovery counter calculation result exceeds a threshold j, the crankshaft position signal is judged to be restored to normal, and the timing control based on the engine crankshaft position signal is restored.

5. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 4, characterized by The synchronous correction of the motor Hall signal and the engine crankshaft position comprises the following steps: through a unified installation interface mode, the installation angle of a brushless direct current motor and an engine crankshaft can be fixed, the conversion relationship between the electric angle and the mechanical angle is determined, a toothed disc with a missing tooth structure is combined with a speed sensor to serve as a crankshaft position signal; the brushless direct current motor has p slots and poles, the toothed disc and the motor stator are fixedly installed with the crankshaft, the Hall is repeated periodically along the rotor slot structure, therefore, the crankshaft position signal and the Hall signal present regular periodic transformation; when the crankshaft rotates one round, the engine crankshaft position signal determines the crankshaft position through the missing tooth, so that the piston top dead center position is positioned, the motor Hall signal presents p square waves, and the synchronous correction of the engine crankshaft signal and the motor Hall signal establishes the connection between the motor Hall signal and the engine piston top dead center.

6. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 5, characterized by When the crank position signal is normal, the engine crank position signal is collected for n periods of top dead center As a reference point, the next time the motor slot pole rising edge is collected The slot pole is defined as slot pole 1, then slot pole 2, slot pole 3, …, slot pole p at the moment The piston top dead center is located between the slot p and the slot 1, and the connection between the engine running piston top dead center and the motor slot is established.

7. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 6, characterized by the rising edge time of slot pole 1 the interval time between the rising edge time of slot pole 2 defined as the time the rotor takes to rotate through slot pole 1​ The time taken for the rotor to turn through slot pole 2 is The time taken for the rotor to turn through slot pole p / 2 is The angular velocity of rotation is calculated from the time of a half revolution : ， After positioning the slot pole 1, the angle of the top dead center position and the Hall sensor is calculated The top dead center distance from the slot pole 1 rising angle is calculated : ， Wherein, floor represents a down rounding function.

8. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 7, characterized by Adaptive phase calibration is performed at the engine factory stage, and when the engine is running smoothly, the piston is running to the top dead center time The rising edge of the motor slot pole 1 is collected At this time, through smoothing and denoising, the corrected top dead center distance from the slot pole 1 rising edge angle is obtained based on angular velocity : ， The rising edge of the slot pole p is collected The angle of rotation is required Until the top dead center: ， In the timer of the hall acquisition circuit For engine operation to top dead center moment: ， In the crankshaft position signal is normal, positioning to the slot pole 1 position, the Hall collection slot pole signal starts from 1 to p cycle, in the cycle process updates angular velocity , until the slot pole p rising edge moment is collected , and in Run to the engine top dead center moment, the motor Hall signal and engine crankshaft synchronization correction is realized.

9. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 8, characterized by The engine timing control method based on the motor Hall signal comprises: on the basis of the timing control logic of a conventional engine actuator, timing control of the engine actuator based on the motor Hall signal is designed; the timing control logic of the engine actuator can calculate fuel injection positioning injection and ignition timing according to the intake temperature, atmospheric pressure, engine cylinder temperature, throttle opening, fuel pressure signal and engine speed signal, wherein the fuel injection positioning injection comprises the mth cycle fuel injection cut-off angle and fuel injection pulse width ; the ignition timing comprises ignition cut-off angle and charging time ; According to the calculated cutoff angle and pulse width, the engine top dead center corresponds to the tooth number n SZD As a reference, position the gear to the xth tooth corresponding to the tooth number n x With the rising edge time t x The two-stroke piston engine fuel injection, multi-point fire timing positioning in the piston single working process, thereby output control quantity.

10. A high-reliability position estimation two-stroke piston engine integrated controller according to claim 9, characterized by The engine speed is calculated by the time consumption of each rising edge of the gear, the top dead center time is the core of the engine timing control, the top dead center time is determined based on the conversion relationship between the motor Hall signal and the crank position signal of the engine, and the slot pole for starting ignition is : ， The time of ignition to start the magnetization is , the magnetization time , and the time of ignition after the magnetization time is ， wherein the rising edge of the ignition the rising edge of the ignition

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