Strong anti-interference diesel engine self-adaptive cooperative control system based on domestic chip

Abstract

The invention discloses a domestic chip-based high-anti-interference diesel engine adaptive cooperative control system, which relates to the technical field of diesel engine electronic control, and is characterized in that a hierarchical cooperative control system of a signal processing layer, a main control decision layer and a real-time driving layer is constructed, and a dual-channel calibration communication mechanism is introduced between the layers, so that a high-anti-interference diesel engine adaptive cooperative control system is realized. On-line self-calibration and high-reliability transmission of cross-layer signals are achieved, the system firstly conducts collection, filtering and feature fusion on multi-source operation parameters such as crankshaft angular velocity, air cylinder pressure and load torque to form state signals, then the state signals are calibrated, working condition recognition and PID parameter matching are completed based on the calibrated state signals, and therefore the working condition recognition and PID parameter matching are achieved. The multi-cylinder injection timing synchronization control method is characterized in that the multi-cylinder injection timing synchronization control is realized on the basis of the multi-cylinder injection timing synchronization control, and an adjusting signal is transmitted to a real-time driving layer in a high-fidelity manner through a calibration communication mechanism, so that the high-precision speed regulation control, the multi-cylinder cooperative control and the high-stability operation of the diesel engine under the complex working condition are realized.

Description

Technical Field

[0001] This invention relates to the field of diesel engine electronic control technology, and more specifically, to a highly anti-interference adaptive cooperative control system for diesel engines based on domestically produced chips. Background Technology

[0002] The core requirements of diesel engine electrical control systems are to achieve accurate dynamic speed regulation, reliable external communication, and stable operation. In the application of domestically produced chips as substitutes, several practical engineering challenges arise: First, insufficient dynamic speed regulation compatibility; the matching degree between domestically produced chips and diesel engine speed regulation algorithms is low, resulting in large speed fluctuations under transient conditions (such as sudden loading / unloading), failing to meet the power response requirements of engineering equipment. Second, poor external communication reliability; the bus interface anti-interference design of domestically produced chips is imperfect, easily leading to communication errors and distortions in the strong electromagnetic environment of engineering machinery, making stable data interaction with host computers or other vehicle-mounted equipment difficult. Third, high cost of multi-cylinder control; traditional multi-cylinder independent drive solutions require a large number of drive chips, and the cost advantage of domestically produced chips is not fully utilized in mass application.

[0003] Therefore, there is an urgent need to develop a control system that meets the actual needs of diesel engine electrical control and is based on the characteristics of domestically produced chips. This system should address engineering problems in the application of domestically produced chips through dynamic speed regulation strategy optimization, communication anti-interference design, and low-cost multi-cylinder control. Summary of the Invention

[0004] The purpose of this invention is to provide a highly anti-interference adaptive and cooperative control system for diesel engines based on domestically produced chips. This system is applicable to medium- and high-speed diesel engines in fields such as marine power, construction machinery, and generator sets. Addressing core electrical control requirements such as dynamic speed regulation, reliable communication, and multi-cylinder balanced control of diesel engines, this invention leverages the flexible interfaces, controllable costs, and strong anti-interference adaptability of domestically produced industrial-grade chips. Through architectural and strategic innovation, it achieves stable operation of diesel engines under all operating conditions and secure data interaction. This solves practical engineering problems such as poor adaptability, slow dynamic control response, and insufficient communication reliability of existing domestically produced chip solutions, ensuring the independent controllability and engineering practicality of core power equipment.

[0005] The technical solution of this invention is: to provide a strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips, and the corresponding control method of this system includes:

[0006] Step 1: Use the first processor to obtain the crankshaft angular velocity, cylinder pressure and load torque corresponding to the target diesel engine, and filter, extract features and integrate the measured data in sequence to form a status signal;

[0007] Step 2: Set a first calibration signal, and send the first calibration signal and the current status signal synchronously to the second processor through two parallel channels with the same hardware structure. Calculate the transmission error based on the first calibration signal before and after transmission, and perform proportional correction on the current status signal received by the second processor based on the transmission error.

[0008] Step 3: The second processor identifies the operating condition type based on the corrected current state signal, determines the PID parameters based on the current operating condition type, calculates the cylinder injection adjustment amount based on the crankshaft angular velocity and PID parameters in the current state signal, calculates the injection correction amount corresponding to each cylinder based on the cylinder pressure in the current state signal, and superimposes the injection correction amount of each cylinder on its corresponding injection adjustment amount to obtain the injection amount of each cylinder.

[0009] Step 4: Adjust the injection timing of each cylinder within a preset time window according to the injection quantity of each cylinder. Then, use the injection quantity and injection timing of each cylinder as adjustment signals, set a second calibration signal, and send the adjustment signal and the second calibration signal synchronously to the lower-level microcontroller through two parallel channels with the same hardware structure. Correct the adjustment signal received by the lower-level microcontroller based on the second calibration signal.

[0010] Step 5: The lower-level microcontroller generates a control signal based on the corrected adjustment signal and distributes the control signal to the actuators corresponding to each cylinder to control the operation of each cylinder.

[0011] Furthermore, step 1 specifically includes:

[0012] The crankshaft angular velocity ω and load torque T of the target diesel engine are obtained through a measuring device. load and the pressure P of each cylinder cyl The signal is then low-pass filtered and converted from analog to digital to obtain the corresponding digital signal. Based on the crankshaft angular velocity ω and its corresponding sampling time, the speed change rate a is calculated. The crankshaft angular velocity ω, the speed change rate a, and the load torque T are then compared. load and the pressure P of each cylinder cyl Time alignment is performed based on their respective timestamps, and then crankshaft angular velocity ω, speed change rate a, and load torque T are extracted according to the predetermined sampling time. load and the pressure P of each cylinder cyl This forms a complete state signal x=[ω, a, T] load ,P cyl,i The rate of change of rotational speed 'a' is calculated using the first-order difference and is expressed as:

[0013] ;

[0014] In the formula, Let be the crankshaft angular velocity at time t. The sampling interval is the crankshaft angular velocity ω, i=1,2,...,N, where N is the number of cylinders corresponding to the target diesel engine.

[0015] Further, in step 2, setting the first calibration signal specifically includes:

[0016] The current state signal includes the following state variables: crankshaft angular velocity ω, speed change rate a, and load torque T. load and the pressure P of each cylinder cyl Based on the binary code length of each state variable, a first calibration signal with a corresponding code length is generated, represented as: x cal =[ω cal , a cal , T load,cal , P cyl,cal,i ], where ω cal a is the first calibration signal corresponding to the crankshaft angular velocity. cal T is the first calibration signal corresponding to the rate of change of rotational speed. load,cal P is the first calibration signal corresponding to the load torque. cyl,cal,i This is the first calibration signal corresponding to the pressure of the i-th cylinder.

[0017] Furthermore, step 2 also includes:

[0018] The first calibration signal received by the second processor is represented as: x' cal =[ω' cal , a' cal , T' load,cal ,P' cyl,cal,i ],ω' cal a' is the first calibration signal corresponding to the crankshaft angular velocity received by the second processor. cal T' is the first calibration signal corresponding to the rate of change of rotational speed received by the second processor. load,cal P' is the first calibration signal corresponding to the load torque received by the second processor. cyl,cal,i For x', the first calibration signal corresponding to the i-th cylinder pressure received by the second processor. cal For each state variable in the equation, calculate its corresponding transmission error, which is expressed as:

[0019] ;

[0020] ;

[0021] ;

[0022] ;

[0023] In the formula, The transmission error corresponding to the crankshaft angular velocity in the first calibration signal. This represents the transmission error corresponding to the rate of change of rotational speed in the first calibration signal. This represents the transmission error corresponding to the load torque in the first calibration signal. This represents the transmission error corresponding to the pressure of the i-th cylinder in the first calibration signal.

[0024] Based on transmission error , , and The current state signal x'=[ω', a', T' received by the second processor load , P' cyl,i Perform proportional correction, expressed as:

[0025] ;

[0026] ;

[0027] ;

[0028] ;

[0029] In the formula, ω' is the crankshaft angular velocity received by the second processor, a' is the rate of change of rotational speed received by the second processor, and T' load P' is the load torque received by the second processor. cyl,i The pressure of the i-th cylinder received by the second processor. The corrected crankshaft angular velocity, This is the corrected rate of change of rotational speed. The corrected load torque, The corrected pressure of the i-th cylinder is obtained; finally, the corrected current state signal x is obtained. * =[ω * , a * , T * load , P * cyl,i ].

[0030] Furthermore, in step 3, the operating condition type is identified based on the corrected current state signal, and the PID parameters are determined based on the current operating condition type, specifically including:

[0031] Based on the current state signal x * medium speed change rate a * The magnitude of a determines whether a is a transient or steady-state condition. * If a > 10 rad / s², it is determined to be a transient condition.* If the value is ≤10 rad / s², then compare the current state signal x. * Medium load torque Compared with the preset load torque threshold, if the load torque If the load torque is less than or equal to the preset load torque threshold, it is determined to be a steady-state low-load condition. If the load torque... If the load torque exceeds the preset threshold, it is determined to be a steady-state high-load condition; set the baseline proportional parameter. Reference integral parameters Reference differential parameters If the current operating condition is a transient condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state low-load condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state high-load condition, then set the proportional, integral, and derivative parameters as follows: , , .

[0032] Further, in step 3, the cylinder injection adjustment amount is calculated based on the crankshaft angular velocity and PID parameters in the current status signal, specifically including:

[0033] Based on the current state signal x * crankshaft angular velocity and proportional, integral, and differential parameters , , The fuel injection adjustment amount for the cylinder is calculated and expressed as:

[0034] ;

[0035] In the formula, The amount of fuel injected into the cylinder is adjusted. This is the preset reference crankshaft angular velocity.

[0036] Furthermore, step 3 also includes:

[0037] For the i-th cylinder, based on its corresponding current state signal x * Cylinder pressure The injection correction amount is calculated based on the average cylinder pressure of each cylinder, and is expressed as follows:

[0038] ;

[0039] In the formula, This represents the fuel injection correction amount corresponding to the i-th cylinder. The average cylinder pressure of each cylinder. The equilibrium coefficient is set to 0.02; this is used to adjust the fuel injection amount of the i-th cylinder. Superimposed on its corresponding fuel injection adjustment amount The fuel injection quantity of the i-th cylinder is obtained from the above. = .

[0040] Furthermore, step 4 specifically includes:

[0041] Set a time window ΔT, and for the i-th cylinder, based on its fuel injection quantity... Time window ΔT and reference injection timing reference value Calculate its corresponding injection timing, expressed as:

[0042] ;

[0043] ;

[0044] In the formula, The injection timing is for the i-th cylinder. Let y be the proportional coefficient corresponding to the i-th cylinder, and N be the number of cylinders corresponding to the target diesel engine; the adjustment signal is represented as y. i =[ , Based on the fuel injection quantity corresponding to each cylinder and injection timing The binary code length generates the corresponding second calibration signal, represented as: y cal =[ , ],in, This is the second calibration signal corresponding to the fuel injection quantity. This is the second calibration signal corresponding to the injection timing;

[0045] The second calibration signal received by the lower-level microcontroller is represented as y' cal =[ , ], This is the second calibration signal corresponding to the fuel injection quantity received by the lower-level microcontroller. The second calibration signal corresponding to the injection timing received by the lower-level microcontroller is given for y'. cal For each quantity in the input, calculate its corresponding transmission error, and then adjust the received adjustment signal y by the lower-level microcontroller based on the transmission error. i By performing proportional correction, the corrected adjustment signal y is finally obtained. * i =[ , ].

[0046] Furthermore, step 5 specifically includes:

[0047] For the i-th cylinder, based on the adjustment signal y * i fuel injection volume and the maximum fuel injection quantity of the injector per unit time Calculate the injection duration And based on the injection duration Calculate the duty cycle D of the PWM control signal i , represented as:

[0048] ;

[0049] ;

[0050] In the formula, The period of the PWM signal is used to obtain the duty cycle for each cylinder. Injection control signals are then output to the injector drive circuits corresponding to each cylinder via a multi-channel I / O drive interface, ensuring that each injector operates at the correct injection timing. The corresponding crankshaft angle position is activated, and the injection duration is maintained. Then close.

[0051] Furthermore, the first processor uses the domestic Phytium FT-2000 / 4 processor; the second processor uses the domestic Loongson 3A5000 processor; and the lower-level microcontroller uses the domestic Winbond W77E58 microcontroller with multiple I / O interfaces.

[0052] The beneficial effects of this invention are:

[0053] First, the technical solution of this invention utilizes a three-level collaborative control architecture (signal processing layer, main control decision layer, and real-time drive layer) composed of a domestically produced first processor, second processor, and lower-level microcontrollers. This architecture enables layered collaboration between high-speed signal acquisition and preprocessing, global decision control, and underlying multi-cylinder execution drive, achieving efficient division of labor between control calculation and execution drive. Furthermore, this invention introduces a dual-channel calibration communication mechanism between the first and second processors, and between the second processor and the lower-level microcontrollers. Through the synchronous parallel transmission of calibration signals and signals to be calibrated, online self-calibration of the communication link is achieved. The technical solution of this invention achieves a unified balance between speed control accuracy, system reliability, and multi-cylinder control capability. Compared to the traditional single-ECU centralized control architecture, the technical solution of this invention can solve the problems of instability and insufficient anti-interference capability caused by sudden load changes in high-speed, multi-variable control scenarios, making it suitable for high-stability diesel engine electronic control systems under complex operating conditions.

[0054] Secondly, the technical solution of this invention introduces an adaptive PID speed control mechanism and a multi-cylinder pressure feedback injection balance correction mechanism into the collaborative control architecture. Based on real-time collected crankshaft angular velocity, speed change rate, load torque, and multi-cylinder pressure status information, it can identify the diesel engine's operating conditions online and dynamically match optimal control parameters for different operating conditions, achieving optimal speed response under different loads and dynamic processes. Simultaneously, it compensates for combustion differences in each cylinder in real time, achieving consistent power control between cylinders. Furthermore, the technical solution of this invention uses a unified time window to synchronously control the injection timing of multiple cylinders, ensuring time consistency in the multi-cylinder injection process, eliminating combustion phase deviations, and effectively suppressing speed fluctuations, torque pulsations, and structural vibrations during system operation, thereby improving the diesel engine's operational stability and control accuracy under complex conditions. Attached Figure Description

[0055] The advantages of the above and additional aspects of the present invention will become apparent and readily understood in the description of the embodiments in conjunction with the following drawings, wherein:

[0056] Figure 1 This is a schematic flowchart of a highly anti-interference diesel engine adaptive cooperative control method based on domestically produced chips according to an embodiment of the present invention;

[0057] Figure 2 This is an algorithm flowchart of a domestically produced chip-based adaptive and cooperative control system for a diesel engine with strong anti-interference capabilities according to an embodiment of the present invention.

[0058] Figure 3 This is a schematic diagram of the hardware architecture of a domestically produced chip-based adaptive and cooperative control system for a diesel engine with strong anti-interference capabilities, according to an embodiment of the present invention. Detailed Implementation

[0059] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0060] In the following description, many specific details are set forth in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0061] like Figure 1 As shown, this embodiment provides a strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips. The system includes: a signal processing layer, a main control decision layer, and a real-time drive layer.

[0062] The signal processing layer includes a first processor and a measuring device, which includes a domestically produced Hall effect crankshaft position sensor, a piezoelectric cylinder pressure sensor, and a torque sensor.

[0063] Domestically produced Hall effect crankshaft position sensors are used to measure the crankshaft angular velocity ω in real time during the operation of the target diesel engine, while piezoelectric cylinder pressure sensors are used to measure the pressure P of each cylinder in real time during the operation of the target diesel engine. cyl The torque sensor is used to measure the load torque T of the target diesel engine in real time during operation. load The first processor is used to acquire the operating data of the crankshaft and each cylinder in the target diesel engine through the measuring device, and to filter, extract features and integrate these operating data to form a status signal.

[0064] In this embodiment, the first processor adopts the Phytium FT-2000 / 4 processor. Based on its high-performance floating-point operation and low power consumption characteristics, it is responsible for the real-time acquisition and filtering of dynamic signals such as crankshaft angular velocity and cylinder pressure, ensuring the accuracy of the signals required for dynamic speed regulation (angular velocity measurement error ≤0.5%), and the data processing delay ≤8ms, thus meeting the real-time requirements of dynamic speed regulation.

[0065] A second processor is set up in the main control decision layer. The second processor is used to globally control the operating parameters (including fuel injection quantity and injection timing) of each cylinder in the target diesel engine according to the processed status signal uploaded by the signal processing layer.

[0066] In this embodiment, the second processor adopts the Loongson 3A5000 processor, which utilizes its multi-core parallel computing advantage to undertake core tasks such as dynamic speed regulation algorithm calculation, external communication protocol parsing, and multi-cylinder control logic coordination; it integrates domestic DDR4 memory and NOR flash (Not AND Flash), optimizes the storage partition design, and ensures fast reading and writing of key information such as speed regulation parameters and communication data.

[0067] The lower-level microcontroller is equipped with a microcontroller with multiple I / O interfaces. This microcontroller is used to distribute the control signals issued by the main control decision layer to the corresponding actuators of each cylinder through the multiple I / O interfaces, and use the actuators to control the operation of each cylinder and crankshaft.

[0068] In this embodiment, the microcontroller with multiple I / O interfaces is the Winbond W77E58 microcontroller. Utilizing its multiple I / O interfaces and fast response characteristics, the PWM drive module design is optimized to output precise fuel injector or speed governor actuator drive signals. The output signal frequency accuracy is ≤0.1%, and the response delay is ≤3ms, ensuring the rapid execution of speed control commands.

[0069] A dual-channel calibration communication module is set up between the first processor and the second processor, and between the second processor and the lower-level microcontroller. The dual-channel calibration communication module is used to synchronously transmit calibration signals and signals to be calibrated (signals to be calibrated include status signals and adjustment signals). This enables the system to calculate the transmission error based on the calibration signals before and after transmission, and to use the transmission error to proportionally correct the signals to be calibrated at the receiving end, so as to restore them to their true state before transmission. This reduces signal distortion and gain error caused by factors such as channel noise and electromagnetic interference, and improves the reliability, stability and control accuracy of cross-layer communication.

[0070] In this embodiment, the dual-channel calibration communication module adopts a data communication architecture based on a domestic high-speed bus protocol, such as a domestic PCIe 4.0 bus interface, which can realize high-speed data interaction between the first processor and the second processor, and between the second processor and the lower-level microcontroller, and supports redundant channel communication. Among them, a domestic CAN-FD communication control chip (such as SJA1000FD) can be selected to construct a dual-channel synchronous communication link (parallel channels with the same hardware structure) to realize the parallel transmission of calibration signals and signals to be calibrated, thereby meeting the communication requirements of high bandwidth, low latency and high reliability of the control system.

[0071] In this embodiment, the control method corresponding to the strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips specifically includes:

[0072] It should be noted that this application constructs a collaborative control architecture including a signal processing layer, a main control decision layer, and a real-time drive layer. The signal processing layer deploys a first processor and a measuring device to measure the operating data of the crankshaft and each cylinder in the target diesel engine and preprocess this operating data. The main control decision layer deploys a second processor to globally regulate the parameters of each cylinder in the target diesel engine based on the preprocessed operating data uploaded by the signal processing layer. The real-time drive layer deploys a microcontroller with multiple I / O interfaces to distribute the control signals issued by the main control decision layer to the actuators corresponding to each cylinder through the multiple I / O interfaces, and uses the actuators to control the operation of each cylinder and the crankshaft.

[0073] In this embodiment, the measuring devices deployed in the signal processing layer can be domestically produced Hall-effect crankshaft position sensors, piezoelectric cylinder pressure sensors, and torque sensors. In actual deployment, the Hall-effect crankshaft position sensors and torque sensors can be installed on the crankshaft to collect the crankshaft angular velocity ω and load torque T. load The number of piezoelectric cylinder pressure sensors is the same as the number of cylinders. Each cylinder is equipped with one piezoelectric cylinder pressure sensor to collect the pressure P of each cylinder. cyl Crankshaft angular velocity ω, load torque T load and cylinder pressure P cylThese are all key parameters for speed regulation.

[0074] Step 1: Use the first processor (signal processing layer) to obtain the crankshaft angular velocity, cylinder pressure and load torque corresponding to the target diesel engine, and filter, extract features and integrate synchronously on the measurement data in sequence to form a status signal.

[0075] Specifically, the crankshaft angular velocity ω and load torque T of the target diesel engine are obtained through a measuring device. load and the pressure P of each cylinder cyl For crankshaft angular velocity ω and load torque T load and the pressure P of each cylinder cyl The analog signal is low-pass filtered and converted from analog to digital to remove high-frequency noise, resulting in the corresponding digital signal. The speed change rate *a* is calculated based on the crankshaft angular velocity *ω* and its corresponding sampling time. The crankshaft angular velocity *ω*, speed change rate *a*, and load torque *T* are then compared. load and the pressure P of each cylinder cyl Time alignment is performed based on their respective timestamps. During time alignment, if the sampling time points are inconsistent, interpolation methods (such as linear interpolation or spline interpolation) are used to align the signals to the same time point. On the aligned data, the crankshaft angular velocity ω, the rate of change of rotational speed a, and the load torque T are extracted according to the predetermined sampling time (i.e., data is extracted once at regular intervals). load and the pressure P of each cylinder cyl This forms a complete state signal x=[ω, a, T] load , P cyl,i The rate of change of rotational speed 'a' is calculated using the first-order difference and is expressed as:

[0076] ;

[0077] In the formula, Let be the crankshaft angular velocity at time t. Let ω be the sampling interval corresponding to the crankshaft angular velocity ω, and i be the cylinder index, i=1,2,...,N. Let t be the crankshaft angular velocity at time t-1, and N be the number of cylinders corresponding to the target diesel engine.

[0078] It should be noted that since the sampling times of different sensors may be inconsistent, interpolation methods (such as linear interpolation or spline interpolation) are needed to align them to the same time point when performing time alignment. Low-pass filtering and analog-to-digital conversion of analog signals can be performed using existing circuit structures and methods, such as the domestically produced Chipsea CS1237 chip. This is a high-precision analog-to-digital converter (ADC) chip commonly used in signal conditioning and conversion applications. It has a built-in low-pass filtering function, enabling low-pass filtering and analog-to-digital conversion of analog signals to achieve noise suppression and anti-interference processing; further details will not be provided here.

[0079] Step 2: Set the first calibration signal and send the first calibration signal and the current status signal synchronously to the second processor (main control decision layer) through two parallel channels with the same hardware structure. Calculate the transmission error based on the first calibration signal before and after transmission, and perform proportional correction on the current status signal received by the second processor based on the transmission error.

[0080] Specifically, the first calibration signal is set, including: the current state signal contains state variables such as crankshaft angular velocity ω, speed change rate a, and load torque T. load and the pressure P of each cylinder cyl A first calibration signal of corresponding code length is generated based on the binary code length of each state variable. This first calibration signal accurately reflects the changes caused by factors such as noise interference and gain error in the system during transmission, so that the state signal can be calibrated and restored to its true state before transmission using the first calibration signal. The first calibration signal is represented as: x cal =[ω cal , a cal , T load,cal , P cyl,cal,i ], where ω cal a is the first calibration signal corresponding to the crankshaft angular velocity. cal T is the first calibration signal corresponding to the rate of change of rotational speed. load,cal P is the first calibration signal corresponding to the load torque. cyl,cal,i This is the first calibration signal corresponding to the pressure of the i-th cylinder.

[0081] The first calibration signal x cal The current status signal and the first calibration signal are synchronously transmitted to the second processor through two parallel channels with identical hardware structures to ensure timing consistency during signal transmission. After signal transmission is complete, the second processor processes the received first calibration signal and calculates the transmission error based on the first calibration signals before and after transmission. Specifically, this includes:

[0082] The first calibration signal received by the second processor is represented as: x' cal =[ω'cal , a' cal , T' load,cal ,P' cyl,cal,i ],ω' cal a' is the first calibration signal corresponding to the crankshaft angular velocity received by the second processor. cal T' is the first calibration signal corresponding to the rate of change of rotational speed received by the second processor. load,cal P' is the first calibration signal corresponding to the load torque received by the second processor. cyl,cal,i For x', the first calibration signal corresponding to the i-th cylinder pressure received by the second processor. cal For each state variable in the equation, calculate its corresponding transmission error, which is expressed as:

[0083] ;

[0084] ;

[0085] ;

[0086] ;

[0087] In the formula, The transmission error corresponding to the crankshaft angular velocity in the first calibration signal. This represents the transmission error corresponding to the rate of change of rotational speed in the first calibration signal. This represents the transmission error corresponding to the load torque in the first calibration signal. This represents the transmission error corresponding to the pressure of the i-th cylinder in the first calibration signal.

[0088] Based on this transmission error, the current state signal received by the second processor is proportionally corrected, specifically including:

[0089] Based on transmission error , , and The current state signal x'=[ω', a', T' received by the second processor load , P' cyl,i Perform proportional correction, expressed as:

[0090] ;

[0091] ;

[0092] ;

[0093] ;

[0094] In the formula, ω' is the crankshaft angular velocity received by the second processor, a' is the rate of change of rotational speed received by the second processor, and T' load P' is the load torque received by the second processor. cyl,i The pressure of the i-th cylinder received by the second processor. The corrected crankshaft angular velocity, This is the corrected rate of change of rotational speed. The corrected load torque, The corrected pressure of the i-th cylinder is obtained; finally, the corrected current state signal x is obtained. * =[ω * , a * , T * load , P * cyl,i ].

[0095] It should be noted that each state quantity in the state signal is a fixed-length digital signal composed of a series of binary characters. During channel transmission, it is affected by factors such as noise, electromagnetic interference, and signal attenuation in the system, resulting in signal distortion, gain error, and other problems. These require calibration using their respective calibration signals. Channel transmission also involves communication protocols, signal encapsulation, and decapsulation, all of which are existing and commonly used methods. These will not be described in detail in this embodiment; the above process only describes the processing of the effective part of the signal (i.e., the part containing state information).

[0096] Step 3: The second processor identifies the operating condition type based on the corrected current state signal, determines the PID parameters based on the current operating condition type to adapt to the transient response and steady-state accuracy requirements under different operating conditions, and then calculates the injection adjustment amount of the cylinder based on the crankshaft angular velocity and PID parameters in the current state signal. Based on the pressure of each cylinder in the current state signal, the injection correction amount corresponding to each cylinder is calculated. The injection correction amount of each cylinder is superimposed on its corresponding injection adjustment amount to obtain the injection amount of each cylinder.

[0097] Specifically, the operating condition type is identified based on the corrected current state signal, and the PID parameters are determined based on the current operating condition type, including:

[0098] Based on the current state signal x * medium speed change rate a * The magnitude of a determines whether a is a transient or steady-state condition. * If a > 10 rad / s², it is determined to be a transient condition. * If the value is ≤10 rad / s², then compare the current state signal x. * Medium load torque Compared with the preset load torque threshold, if the load torque If the load torque is less than or equal to the preset load torque threshold, it is determined to be a steady-state low-load condition. If the load torque... If the load torque exceeds the preset threshold, it is determined to be a steady-state high-load condition; set the baseline proportional parameter. Reference integral parameters Reference differential parameters If the current operating condition is a transient condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state low-load condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state high-load condition, then set the proportional, integral, and derivative parameters as follows: , , .

[0099] The cylinder injection adjustment amount is calculated based on the crankshaft angular velocity and PID parameters in the current status signal, specifically including:

[0100] Based on the current state signal x * crankshaft angular velocity and proportional, integral, and differential parameters , , The fuel injection adjustment amount for the cylinder is calculated and expressed as:

[0101] ;

[0102] In the formula, The amount of fuel injected into the cylinder is adjusted. The preset reference crankshaft angular velocity, , , These are the proportional, integral, and derivative parameters selected based on the current operating condition type.

[0103] Based on the cylinder pressures in the current status signal, calculate the injection correction amount for each cylinder. Then, superimpose the injection correction amount for each cylinder onto its corresponding injection adjustment amount to obtain the injection quantity for each cylinder. Specifically, this includes:

[0104] For the i-th cylinder, based on its corresponding current state signal x * Cylinder pressure The injection correction amount is calculated based on the average cylinder pressure of each cylinder, and is expressed as follows:

[0105] ;

[0106] In the formula, This represents the fuel injection correction amount corresponding to the i-th cylinder. The average cylinder pressure of each cylinder. The equilibrium coefficient is set to 0.02 mg / (MPa·cycle). This coefficient represents the adjustment of the fuel injection quantity of the i-th cylinder by 0.02 mg of fuel per cycle for every 1 MPa increase in cylinder pressure deviation. Superimposed on its corresponding fuel injection adjustment amount The fuel injection quantity of the i-th cylinder is obtained from the above. , = .

[0107] In this embodiment, the operating conditions include transient, steady-state low-load, and steady-state high-load conditions. Through precise identification of the operating condition types and adaptive adjustment of the PID parameters, a larger proportional and derivative gain can be used in transient conditions to accelerate speed response and suppress overshoot. In steady-state low-load conditions, the gain can be appropriately reduced to improve control accuracy and avoid oscillations. In steady-state high-load conditions, a balance between response speed and stability is achieved, thus comprehensively meeting the dual requirements of fast and high-precision transient response under different operating conditions. Simultaneously, the introduction of an injection correction mechanism based on cylinder pressure deviation can effectively compensate for combustion differences between cylinders, achieving balanced power control between cylinders, reducing speed fluctuations, suppressing engine vibration, improving the overall engine stability and durability, and significantly improving the engine's comprehensive performance.

[0108] Step 4: Adjust the injection timing of each cylinder within a preset time window according to the injection quantity of each cylinder to ensure that the injection process of each cylinder is synchronized, thereby avoiding system oscillation, combustion instability and noise problems caused by asynchronous injection timing. Then, using the injection quantity and injection timing of each cylinder as adjustment signals, set a second calibration signal. The adjustment signal and the second calibration signal are synchronously sent to the lower-level microcontroller (real-time drive layer) through two parallel channels with the same hardware structure. The adjustment signal received by the lower-level microcontroller is corrected based on the second calibration signal.

[0109] Specifically, the injection timing of each cylinder is adjusted within a preset time window according to the fuel injection quantity corresponding to each cylinder, including:

[0110] A fixed time window ΔT is set for controlling the multi-cylinder injection process. The injection process of each cylinder must be synchronized within this time window. For the i-th cylinder, based on its injection quantity... Time window ΔT and reference injection timing reference value Calculate its corresponding injection timing, expressed as:

[0111] ;

[0112] ;

[0113] In the formula, The injection timing is for the i-th cylinder. Let N be the proportional coefficient corresponding to the i-th cylinder, and N be the number of cylinders corresponding to the target diesel engine.

[0114] Using the fuel injection quantity and injection timing corresponding to each cylinder as adjustment signals, a second calibration signal is set, specifically including:

[0115] The adjustment signal is represented as y i =[ , ], i=1,2,...,N, based on the fuel injection quantity corresponding to each cylinder. and injection timing The binary code length generates a second calibration signal corresponding to the code length, represented as: y cal =[ , ],in, This is the second calibration signal corresponding to the fuel injection quantity. This is the second calibration signal corresponding to the injection timing.

[0116] Adjust the signal y i With the second calibration signal y cal The signal is synchronously transmitted to the real-time driver layer through two parallel channels with identical hardware architecture to ensure timing consistency during signal transmission. After signal transmission is completed, the adjustment signal received by the real-time driver layer is corrected based on the second calibration signal, specifically including:

[0117] The second calibration signal received by the lower-level microcontroller (real-time driver layer) is represented as: y' cal =[ , ], This is the second calibration signal corresponding to the fuel injection quantity received by the lower-level microcontroller. The second calibration signal corresponding to the injection timing received by the lower-level microcontroller is given for y'. cal For each quantity in the input, calculate its corresponding transmission error, and then adjust the received adjustment signal y by the lower-level microcontroller based on the transmission error. i Proportional correction is performed, expressed as:

[0118] ;

[0119] ;

[0120] In the formula, This represents the fuel injection quantity received by the lower-level microcontroller for the i-th cylinder. The injection timing is the value received by the lower-level microcontroller for the i-th cylinder. This is the corrected fuel injection quantity for the i-th cylinder. The corrected injection timing corresponds to the i-th cylinder; finally, the corrected adjustment signal y is obtained. * i =[ , ].

[0121] It should be noted that dynamically adjusting the injection timing (i.e., start-up time) of each cylinder within a fixed time window ΔT can synchronize the injection process of each cylinder, ensuring that the fuel injection of all cylinders is completed within the same preset time period. This eliminates the inter-cylinder combustion phase deviation caused by asynchronous injection timing, effectively suppresses crankshaft speed fluctuations and engine vibration caused by uneven torque pulses, improves the smoothness of engine operation, and reduces mechanical shock and structural resonance noise caused by inconsistent cylinder pressure rise rates.

[0122] Step 5: The lower-level microcontroller generates a control signal based on the corrected adjustment signal and distributes the control signal to the actuators corresponding to each cylinder to control the operation of each cylinder.

[0123] Specifically, for the i-th cylinder, based on the adjustment signal y * i fuel injection volume And the maximum fuel injection quantity of the injector (i.e., the valve body structure in a diesel engine) per unit time. Calculate the injection duration (i.e., the duration the injector is open), and based on the injection duration. Calculate the duty cycle D of the PWM control signal i (Under the linear approximation condition of neglecting the effect of injector dynamic hysteresis), it can be expressed as:

[0124] ;

[0125] ;

[0126] In the formula, The period (switching cycle) of the PWM signal is used to obtain the duty cycle for each cylinder. This formula calculates the duty cycle based on the amount of fuel injected, thereby determining the working time of the fuel injector.

[0127] The lower-level microcontroller outputs injection control signals to the corresponding injector drive circuit of each cylinder through a multi-channel I / O drive interface, and uses a peak-holding current control strategy to drive the injector coil, so that each injector is in the correct injection timing. The corresponding crankshaft angle position is activated, and the injection duration is maintained. The system then shuts off, thereby achieving precise control over the amount of fuel injected into each cylinder, which in turn drives the crankshaft of the target diesel engine to rotate.

[0128] It should be noted that the peak-holding current control strategy is a standard existing engineering control strategy for electronic fuel injectors, widely used in diesel engine common rail systems, gasoline direct injection systems, and some industrial fuel injection systems. Injection timing The corresponding crankshaft angle position calculation method is a common practice in this field and will not be described in detail here.

[0129] Example 1:

[0130] A typical common rail diesel engine for construction machinery was selected as the target diesel engine. The test conditions were set as follows: initial speed ω0 = 1500 rpm (≈157 rad / s), sudden load increase: 50% of rated load step, target speed: ω ref = 1600rpm (≈167.6 rad / s); Speed ​​control tests were conducted on the target diesel engine using both the traditional ECU control method and the control method corresponding to the system of this invention. Multiple sets of comparative tests were performed under the same environmental conditions and load disturbance conditions. The average values ​​of various key performance indicators were statistically obtained, and the following experimental results were compared:

[0131]

[0132] As shown in the table above, under transient conditions of sudden load increase, when using the traditional ECU control method, the diesel engine speed drops significantly and overshoots considerably, with large speed fluctuation amplitudes and a slow recovery process. At the same time, there are significant differences in combustion between cylinders, leading to uneven torque output and strong mechanical vibration. However, when using the control method of this invention, the diesel engine can quickly recover to the target speed under the action of load step disturbance, the speed fluctuation is significantly reduced, the combustion process of each cylinder remains highly consistent, and the overall engine operation is more stable.

[0133] Compared to traditional ECU control methods, the control method of this invention reduces the speed recovery time from 1.25 s to 0.42 s under transient conditions, a reduction of approximately 66%, significantly improving the dynamic response capability of the diesel engine to load disturbances; the speed fluctuation amplitude is reduced from ±48 rpm to ±11 rpm, a decrease of approximately 77%, effectively suppressing speed fluctuations caused by sudden load changes; through a fuel injection balance control mechanism based on cylinder pressure deviation, the inter-cylinder torque imbalance rate is reduced from 4.8% to 0.6%, and the inter-cylinder fuel injection error is controlled within 0.2%, achieving high-precision inter-cylinder power balance; through multi-cylinder injection timing synchronization control, the combustion phase deviation is reduced from 0.9°CA to 0.08°CA, and the injection timing synchronization accuracy is better than 0.1° crankshaft angle; the overall mechanical vibration amplitude is reduced to 62% of that of traditional ECU control methods, effectively suppressing structural vibration and noise caused by combustion imbalance and torque pulsation. As can be seen from the above, this invention constructs a collaborative control architecture consisting of a signal processing layer, a main control decision layer, and a real-time drive layer. It also introduces dual-channel calibration communication, operating condition adaptive PID control, injection balance correction based on cylinder pressure feedback, and a multi-cylinder injection timing synchronization control mechanism. This enables diesel engines to operate with high stability, high consistency, and high response speed under complex operating conditions, which is significantly better than existing traditional ECU control schemes and has good engineering application value.

[0134] The steps in this invention can be adjusted, combined, or deleted according to actual needs.

[0135] The units in the device of the present invention can be merged, divided, or reduced according to actual needs.

[0136] In this invention, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linking" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of these terms in this invention according to the specific circumstances.

[0137] The shapes of the components in the accompanying drawings are schematic and may differ from their actual shapes. The drawings are only used to illustrate the principles of the present invention and are not intended to limit the present invention.

[0138] Although the invention has been disclosed in detail with reference to the accompanying drawings, it should be understood that these descriptions are merely exemplary and not intended to limit the application of the invention. The scope of protection of the invention is defined by the appended claims and may include various modifications, alterations, and equivalents made to the invention without departing from the scope and spirit of the invention.

Claims

1. A highly anti-interference adaptive cooperative control system for diesel engines based on domestically produced chips, characterized in that, The control methods corresponding to the system include: Step 1: Use the first processor to obtain the crankshaft angular velocity, cylinder pressure and load torque corresponding to the target diesel engine, and filter, extract features and integrate the measured data in sequence to form a status signal; Step 2: Set a first calibration signal, and send the first calibration signal and the current status signal synchronously to the second processor through two parallel channels with the same hardware structure. Calculate the transmission error based on the first calibration signal before and after transmission, and perform proportional correction on the current status signal received by the second processor based on the transmission error. Step 3: The second processor identifies the operating condition type based on the corrected current state signal, determines the PID parameters based on the current operating condition type, calculates the cylinder injection adjustment amount based on the crankshaft angular velocity and PID parameters in the current state signal, calculates the injection correction amount corresponding to each cylinder based on the cylinder pressure in the current state signal, and superimposes the injection correction amount of each cylinder on its corresponding injection adjustment amount to obtain the injection amount of each cylinder. Step 4: Adjust the injection timing of each cylinder within a preset time window according to the injection quantity of each cylinder. Then, use the injection quantity and injection timing of each cylinder as adjustment signals, set a second calibration signal, and send the adjustment signal and the second calibration signal synchronously to the lower-level microcontroller through two parallel channels with the same hardware structure. Correct the adjustment signal received by the lower-level microcontroller based on the second calibration signal. Step 5: The lower-level microcontroller generates a control signal based on the corrected adjustment signal and distributes the control signal to the actuators corresponding to each cylinder to control the operation of each cylinder.

2. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 1, characterized in that, Step 1 specifically includes: The crankshaft angular velocity ω and load torque T of the target diesel engine are obtained through a measuring device. load and the pressure P of each cylinder cyl The signal is then low-pass filtered and converted from analog to digital to obtain the corresponding digital signal. Based on the crankshaft angular velocity ω and its corresponding sampling time, the speed change rate a is calculated. The crankshaft angular velocity ω, the speed change rate a, and the load torque T are then compared. load and the pressure P of each cylinder cyl Time alignment is performed based on their respective timestamps, and then crankshaft angular velocity ω, speed change rate a, and load torque T are extracted according to the predetermined sampling time. load and the pressure P of each cylinder cyl This forms a complete state signal x=[ω, a, T] load ,P cyl,i The rate of change of rotational speed 'a' is calculated using the first-order difference and is expressed as: ； In the formula, Let be the crankshaft angular velocity at time t. The sampling interval is the crankshaft angular velocity ω, i=1,2,...,N, where N is the number of cylinders corresponding to the target diesel engine.

3. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 2, characterized in that, Step 2, setting the first calibration signal, specifically includes: The current state signal includes the following state variables: crankshaft angular velocity ω, speed change rate a, and load torque T. load and the pressure P of each cylinder cyl Based on the binary code length of each state variable, a first calibration signal with a corresponding code length is generated, represented as: x cal =[ω cal , a cal , T load,cal , P cyl,cal,i ], where ω cal a is the first calibration signal corresponding to the crankshaft angular velocity. cal T is the first calibration signal corresponding to the rate of change of rotational speed. load,cal P is the first calibration signal corresponding to the load torque. cyl,cal,i This is the first calibration signal corresponding to the pressure of the i-th cylinder.

4. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 3, characterized in that, Step 2 also includes: The first calibration signal received by the second processor is represented as: x' cal =[ω' cal , a' cal , T' load,cal , P' cyl,cal,i ],ω' cal a' is the first calibration signal corresponding to the crankshaft angular velocity received by the second processor. cal T' is the first calibration signal corresponding to the rate of change of rotational speed received by the second processor. load,cal P' is the first calibration signal corresponding to the load torque received by the second processor. cyl,cal,i For x', the first calibration signal corresponding to the i-th cylinder pressure received by the second processor. cal For each state variable in the equation, calculate its corresponding transmission error, which is expressed as: ； ； ； ； In the formula, The transmission error corresponding to the crankshaft angular velocity in the first calibration signal. This represents the transmission error corresponding to the rate of change of rotational speed in the first calibration signal. This represents the transmission error corresponding to the load torque in the first calibration signal. This represents the transmission error corresponding to the pressure of the i-th cylinder in the first calibration signal; Based on transmission error , , and The current state signal x'=[ω', a', T' received by the second processor load , P' cyl,i Perform proportional correction, expressed as: ； ； ； ； In the formula, ω' is the crankshaft angular velocity received by the second processor, a' is the rate of change of rotational speed received by the second processor, and T' load P' is the load torque received by the second processor. cyl,i The pressure of the i-th cylinder received by the second processor. The corrected crankshaft angular velocity, This is the corrected rate of change of rotational speed. The corrected load torque, The corrected pressure of the i-th cylinder is obtained; finally, the corrected current state signal x is obtained. * =[ω * , a * , T * load , P * cyl,i ].

5. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 4, characterized in that, In step 3, the operating condition type is identified based on the corrected current state signal, and the PID parameters are determined based on the current operating condition type. Specifically, this includes: Based on the current state signal x * medium speed change rate a * The magnitude of a determines whether a is a transient or steady-state condition. * If a > 10 rad / s², it is determined to be a transient condition. * If the value is ≤10 rad / s², then compare the current state signal x. * Medium load torque Compared with the preset load torque threshold, if the load torque If the load torque is less than or equal to the preset load torque threshold, it is determined to be a steady-state low-load condition. If the load torque... If the load torque exceeds the preset threshold, it is determined to be a steady-state high-load condition; set the baseline proportional parameter. Reference integral parameters Reference differential parameters If the current operating condition is a transient condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state low-load condition, then set the proportional, integral, and derivative parameters as follows: , , If the current operating condition is a steady-state high-load condition, then set the proportional, integral, and derivative parameters as follows: , , .

6. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 5, characterized in that, In step 3, the cylinder injection adjustment amount is calculated based on the crankshaft angular velocity and PID parameters in the current status signal, specifically including: Based on the current state signal x * crankshaft angular velocity and proportional, integral, and differential parameters , , The fuel injection adjustment amount for the cylinder is calculated and expressed as: ； In the formula, The amount of fuel injected into the cylinder is adjusted. This is the preset reference crankshaft angular velocity.

7. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 6, characterized in that, Step 3 also includes: For the i-th cylinder, based on its corresponding current state signal x * Cylinder pressure The injection correction amount is calculated based on the average cylinder pressure of each cylinder, and is expressed as follows: ； In the formula, This represents the fuel injection correction amount corresponding to the i-th cylinder. The average cylinder pressure of each cylinder. The equilibrium coefficient is set to 0.02; this is used to adjust the fuel injection amount of the i-th cylinder. Superimposed on its corresponding fuel injection adjustment amount The fuel injection quantity of the i-th cylinder is obtained from the above. = .

8. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 7, characterized in that, Step 4 specifically includes: Set a time window ΔT, and for the i-th cylinder, based on its fuel injection quantity... Time window ΔT and reference injection timing reference value Calculate its corresponding injection timing, expressed as: ； ； In the formula, The injection timing is for the i-th cylinder. Let y be the proportional coefficient corresponding to the i-th cylinder, and N be the number of cylinders corresponding to the target diesel engine; the adjustment signal is represented as y. i =[ , Based on the fuel injection quantity corresponding to each cylinder and injection timing The binary code length generates the corresponding second calibration signal, represented as: y cal =[ , ],in, This is the second calibration signal corresponding to the fuel injection quantity. This is the second calibration signal corresponding to the injection timing; The second calibration signal received by the lower-level microcontroller is represented as y' cal =[ , ], This is the second calibration signal corresponding to the fuel injection quantity received by the lower-level microcontroller. The second calibration signal corresponding to the injection timing received by the lower-level microcontroller is given for y'. cal For each quantity in the input, calculate its corresponding transmission error, and then adjust the received adjustment signal y by the lower-level microcontroller based on the transmission error. i By performing proportional correction, the corrected adjustment signal y is finally obtained. * i =[ , ].

9. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 8, characterized in that, Step 5 specifically includes: For the i-th cylinder, based on the adjustment signal y * i fuel injection volume and the maximum fuel injection quantity of the injector per unit time Calculate the injection duration And based on the injection duration Calculate the duty cycle D of the PWM control signal i , represented as: ； ； In the formula, The period of the PWM signal is used to obtain the duty cycle for each cylinder. Injection control signals are then output to the injector drive circuits corresponding to each cylinder via a multi-channel I / O drive interface, ensuring that each injector operates at the correct injection timing. The corresponding crankshaft angle position is activated, and the fuel injection duration is maintained. Then close.

10. The strong anti-interference diesel engine adaptive cooperative control system based on domestically produced chips as described in claim 1, characterized in that, The first processor is a domestic Phytium FT-2000 / 4 processor; the second processor is a domestic Loongson 3A5000 processor; and the lower-level microcontroller is a domestic Winbond W77E58 microcontroller with multiple I / O interfaces.

Images