CN115750125B - Timing monitoring method for engine fuel system based on injection teeth - Google Patents
Timing monitoring method for engine fuel system based on injection teeth Download PDFInfo
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- CN115750125B CN115750125B CN202211381769.3A CN202211381769A CN115750125B CN 115750125 B CN115750125 B CN 115750125B CN 202211381769 A CN202211381769 A CN 202211381769A CN 115750125 B CN115750125 B CN 115750125B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The invention discloses an engine fuel system timing monitoring method based on injection teeth, which comprises the steps of determining the injection timing, the injection cylinder number and the top dead center crank tooth number of the current engine, and calculating the injection tooth number of the command injection moment according to the injection timing, the injection cylinder number and the top dead center crank tooth number of the current injection cylinder number of the current engine; storing the time stamp of the falling edge of each crank shaft tooth and the corresponding tooth number in real time, and determining the injection tooth number of the actual fuel injection moment; comparing the injection tooth number at the command injection time with the injection tooth number at the actual fuel injection time, judging whether the difference value between the two exceeds a set value, if the difference value does not exceed the set value, the fuel injection timing is correctly executed, and if the difference value exceeds the set value, the fuel injection timing is incorrectly executed. The monitoring method designed by the invention can more accurately judge whether the injection timing of the fuel system is correctly executed.
Description
Technical Field
The invention relates to the technical field of engine control, in particular to an engine fuel system timing monitoring method based on injection teeth.
Background
With the rapid development of intelligent electrification technology of vehicles, controllers and electronic components in the vehicles are more and more, a control system becomes larger and more complex, and the failure of any part and ECU may cause irreparable damage loss. Therefore, how to quantitatively evaluate whether the vehicle functions are safe, how to reduce and avoid risks, how to achieve the safety of the vehicle functions, and the like become very prominent. For conventional vehicles, functional safety is to allow the vehicle to enter a safe state after an abnormality is identified, i.e., to be turned down or to be safely stopped as soon as possible, and thus functional safety of an engine providing driving capability is extremely important. One of the safety targets for vehicle functional safety is unexpected vehicle acceleration, and after functional safety analysis, the engine needs to monitor torque to ensure that the engine outputs correct positive torque. The torque monitoring design of the engine starts from three aspects, including signal input, torque calculation, and fuel injection execution. Whether fuel system injection is properly performed involves multi-dimensional monitoring, including injection timing, injection duration, injection type, etc. Functional safety is a technology developed in recent years, so that the related monitoring method is introduced less.
In the comparison document 1 with the application number 201410271587.X and named as "method for monitoring fuel injection quantity of internal combustion engine", a method for monitoring fuel injection of internal combustion engine is disclosed, under the condition of meeting the performance monitoring implementation of a fuel injector, the difference between the maximum value and the minimum value of the corresponding rotational speed fluctuation component of each cylinder, namely rotational speed increment, is calculated by collecting instantaneous rotational speed, and whether the fuel injection quantity of each cylinder is in a normal range is monitored by judging whether the incremental rotational speed is in a threshold range or not.
The reference 2 with the application number 202210542407.1 entitled "dual fuel engine control method" provides a dual fuel engine control method, which includes: obtaining a set oil control proportion according to the current rotating speed, the current air inlet pressure and the oil control proportion MAP and obtaining a current oil control proportion; obtaining actual oil injection time through the current oil control proportion and the current oil injection pulse width; obtaining a set fuel injection timing and an actual fuel injection timing according to the current rotation speed, the current air inlet pressure and the fuel injection timing MAP; obtaining a set fuel gas injection quantity and an actual fuel gas injection pulse width according to the current rotating speed, the current air inlet pressure and the fuel gas injection quantity MAP; and controlling the dual-fuel engine according to the actual fuel injection time, the actual fuel injection timing and the actual fuel gas injection pulse width. The current rotating speed and the current air inlet pressure are obtained, and the actual oil injection time, the actual fuel injection timing and the actual fuel gas injection pulse width of the engine are controlled after processing, so that the rotating speed of the engine is self-adaptive under different loads, and the stability of the rotating speed regulation of the engine is improved.
In the prior art scheme, the comparison document 1 calculates a rotational speed fluctuation value through an instantaneous rotational speed to obtain whether the rotational speed increment is in a range or not so as to judge whether the injection of each cylinder is normal or not, and the method is mainly used for detecting abnormal multi-injection and few-injection phenomena of the injector caused by aging after long-term use. It is not possible to accurately determine whether the current actual injection parameters of the fuel system are being executed correctly. The judgment error of the injection timing of the reference 2 is excessively large.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provides a method for accurately monitoring the timing of an engine fuel system based on injection teeth.
In order to achieve the purpose, the timing monitoring method of the engine fuel system based on the injection teeth is designed, the injection timing, the injection cylinder number and the top dead center crank tooth number of the current engine are determined, and the injection tooth number of the command injection time is calculated according to the injection timing, the injection cylinder number and the top dead center crank tooth number of the current injection cylinder number of the current engine; storing the time stamp of the falling edge of each crank shaft tooth and the corresponding tooth number in real time, and determining the injection tooth number of the actual fuel injection moment; and comparing the injection tooth number at the command injection time with the injection tooth number at the actual fuel injection time, judging whether the difference value between the two exceeds a set value, if the difference value does not exceed the set value, correctly executing the fuel injection timing, and if the difference value does not exceed the set value, incorrectly executing the fuel injection timing.
Further, the method for determining the top dead center crankshaft tooth number of the current injection cylinder number is as follows: and determining the number of crankshaft rotation turns and the number of teeth of a crankshaft disc of one working cycle of the engine, numbering crankshaft teeth, and determining the top dead center crankshaft tooth number of the current injection cylinder number according to the current injection cylinder number.
Further, the method for calculating the injection tooth number of the command injection time is as follows: and substituting the injection timing, the injection cylinder number and the top dead center crankshaft tooth number of the current injection cylinder number into a calculation formula of the injection tooth number of the command injection time, and calculating the injection tooth number of the command injection time.
Further, the calculation formula of the injection tooth number at the command injection time is: The DmnInj StopToothN is the injection tooth number of the command injection time, the InjCylN ToothN is the top dead center crank tooth number of the current injection cylinder number, and the DmnInj StartAng is the injection timing of the current engine.
Further, the method for determining the injection tooth number of the actual injection time of the fuel is as follows: when the actual fuel injection signal is triggered, a timestamp of the falling edge of the crank tooth closest to the trigger time of the actual fuel injection signal and a corresponding tooth number are read, wherein the tooth number is an injection tooth number at the actual fuel injection time.
Further, the method for determining the injection tooth number of the actual injection time of the fuel is as follows: and calculating the actual fuel injection time length and a single tooth period, recording the injection tooth number at the actual fuel injection end time, and calculating the injection tooth number at the actual fuel injection time according to the actual fuel injection time length, the single tooth period and the injection tooth number at the actual fuel injection end time.
Further, the method for calculating the actual fuel injection time length comprises the following steps: and recording a time stamp of the actual fuel injection starting time and a time stamp of the falling edge of the crank teeth before the actual fuel injection ending time, wherein the difference value between the time stamp of the falling edge of the crank teeth before the actual fuel injection ending time and the time stamp of the actual fuel injection starting time is the actual fuel injection duration.
Further, the single tooth period is the time required for the camshaft to rotate one tooth up; the calculation formula of the single tooth period is as follows: The Tooth Period is the single Tooth period, the N is the number of teeth of the crank disk, the speed is the engine speed, the unit is the rotation/minute, and the unit of the single Tooth period is us.
Further, the method for calculating the injection tooth number of the actual injection time of the fuel is as follows: the time stamp of the falling edge of the crank teeth before the actual fuel injection end time, the time stamp of the actual fuel injection start time, the single tooth period and the injection tooth number of the actual fuel injection end time are brought into a calculation formula of the injection tooth number of the actual fuel injection time, wherein the formula is as follows: The method comprises the following steps: actInj StartToothN is the injection tooth number of the actual fuel injection time, actInj StopToothN is the injection tooth number of the actual fuel injection end time, actInj StopToothT is the time stamp of the falling edge of the crankshaft tooth before the actual fuel injection end time, and ActInj StartT is the time stamp of the actual fuel injection start time.
Further, the engine fuel system timing monitoring method based on the injection teeth comprises the following steps:
step one: determining the injection timing, the injection cylinder number and the top dead center crankshaft tooth number of the current engine;
step two: calculating an injection tooth number of the command injection moment according to the injection timing of the current engine, the injection cylinder number and the top dead center crankshaft tooth number of the current injection cylinder number;
Step three: storing the time stamp of the falling edge of each crank shaft tooth and the corresponding tooth number in real time, and determining the injection tooth number of the actual fuel injection moment;
Step four: comparing the injection tooth number at the command injection time with the injection tooth number at the actual fuel injection time, judging whether the difference value between the two exceeds a set value, if the difference value does not exceed the set value, the fuel injection timing is correctly executed, and if the difference value exceeds the set value, the fuel injection timing is incorrectly executed.
The beneficial effects of the invention are as follows: the monitoring method designed by the invention can more accurately judge whether the injection timing of the fuel system is correctly executed, provides a solution for monitoring the actual torque of the engine, and is beneficial to the safe realization of the engine function. The safety level of the whole engine control system is further improved, and the requirements of higher-end markets can be met. The invention does not need to additionally increase the hardware configuration of the engine, such as a detonation pressure sensor and the like. And under the requirement of the same safety level of the engine, the cost is lower, and the market applicability is better.
Drawings
FIG. 1 is a schematic diagram of engine fuel system injection tooth monitoring in accordance with the present invention;
FIG. 2 is a schematic diagram of the pulse width of command injection in the present invention;
FIG. 3 is a schematic diagram of actual injection pulse width in the present invention;
Detailed Description
The invention will now be described in further detail with reference to the drawings and to specific examples. The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments.
The method for monitoring the timing of the fuel system of the engine based on the injection teeth as shown in the figures 1-3 comprises the following steps:
Step one: determining the injection timing of the current engine (an engine controller acquires signals of a crank shaft sensor and a cam shaft sensor, performs angle sensing calculation on the position of a piston according to the signals provided by the two sensors, calculates the rotating speed and the like, and then calculates the injection timing of the engine, an injection cylinder number and the top dead center crank tooth number of the current injection cylinder number by combining other signals such as data provided by a throttle and the like;
step two: calculating an injection tooth number of the command injection moment according to the injection timing of the current engine, the injection cylinder number and the top dead center crankshaft tooth number of the current injection cylinder number;
Step three: storing the time stamp of the falling edge of each crank shaft tooth and the corresponding tooth number in real time, and determining the injection tooth number of the actual fuel injection moment;
Step four: comparing the injection tooth number at the command injection time with the injection tooth number at the actual fuel injection time, judging whether the difference value between the two exceeds a set value, if the difference value does not exceed the set value, the fuel injection timing is correctly executed, and if the difference value exceeds the set value, the fuel injection timing is incorrectly executed.
The method for determining the top dead center crankshaft tooth number of the current injection cylinder number comprises the following steps: and determining the number of crankshaft rotation turns and the number of teeth of a crankshaft disc of one working cycle of the engine, numbering crankshaft teeth, and determining the top dead center crankshaft tooth number of the current injection cylinder number according to the current injection cylinder number.
The method for calculating the injection tooth number of the command injection time is as follows: and substituting the injection timing, the injection cylinder number and the top dead center crankshaft tooth number of the current injection cylinder number into a calculation formula of the injection tooth number of the command injection time to calculate the injection tooth number of the command injection time. The calculation formula of the injection tooth number at the command injection timing is: DmnInj StartToothN is the injection tooth number at the commanded injection timing, injCylN ToothN is the top dead center crankshaft tooth number for the current injection cylinder number, and DmnInj StartAng is the current engine injection timing. The invention relates to a formula designed by taking a 60-tooth crank disk as an example, wherein the denominator 6 in the formula is the interval angle between two adjacent crank teeth, and the denominator is different when the number of the crank teeth of the crank disk is changed because the circumferential angle of the crank disk is 360 degrees and the included angle between the two adjacent crank teeth of the 60-tooth crank disk is 6 degrees.
The method for determining the injection tooth number of the actual injection moment of the fuel oil is as follows: when the actual fuel injection signal is triggered, a timestamp of the falling edge of the crank tooth closest to the trigger time of the actual fuel injection signal and a corresponding tooth number are read, wherein the tooth number is an injection tooth number at the actual fuel injection time.
The method for determining the injection tooth number of the actual injection moment of the fuel oil is as follows: and calculating the actual fuel injection time length and a single tooth period, recording the injection tooth number at the actual fuel injection end time, and calculating the injection tooth number at the actual fuel injection time according to the actual fuel injection time length, the single tooth period and the injection tooth number at the actual fuel injection end time.
The method for calculating the actual fuel injection time length comprises the following steps: and recording the time stamp of the fuel actual injection starting time and the time stamp of the falling edge of the crank teeth before the fuel actual injection ending time, wherein the difference value between the time stamp of the falling edge of the crank teeth before the fuel actual injection ending time and the time stamp of the fuel actual injection starting time is the fuel actual injection duration.
A single tooth cycle is the time required for a cam shaft to turn over one tooth; the calculation formula for a single tooth period is: The period Period is a single Tooth period, N is the number of teeth of the crank disk, speed is the engine speed, the unit is the revolution/minute, and the unit of the single Tooth period is us.
The method for calculating the injection tooth number of the actual injection moment of the fuel oil is as follows: the method comprises the steps of bringing a time stamp of a falling edge of a crank tooth before the actual fuel injection end time, a time stamp of the actual fuel injection start time, a single tooth period and an injection tooth number of the actual fuel injection end time into a calculation formula of the injection tooth number of the actual fuel injection time, wherein the formula is as follows: ActInj StartToothN is the injection tooth number at the actual fuel injection time, actInj StopToothN is the injection tooth number at the actual fuel injection end time, actInj StopToothT is the time stamp of the falling edge of the crankshaft tooth before the actual fuel injection end time, and ActInj StartT is the time stamp of the actual fuel injection start time.
In the present invention, the fuel system injection tooth is defined as the immediately preceding crankshaft tooth at the start of injection.
Assuming that the engine is a six-cylinder engine, the firing order is 1 cylinder, 5 cylinder, 3 cylinder, 6 cylinder, 2 cylinder, 4 cylinder. The engine rotates by two circles in one working cycle, namely 720 degrees, one circle of the crank disc is designed according to 60 teeth, one tooth is 6 degrees, the coding of the tooth numbers of the crank is carried out based on the principle, if the tooth number of the top dead center crank of the 1 cylinder is the tooth number 2, the tooth number of the top dead center crank of the 5 cylinder is the tooth number 22, the tooth number of the top dead center crank of the 3 cylinder is the tooth number 42, the tooth number of the top dead center crank of the 6 cylinder is the tooth number 62, the tooth number 82 and the tooth number 102.
And calculating the tooth number of the crankshaft tooth before the injection starting time according to the design rule of the crankshaft tooth number. Referring to fig. 2, for example, dmnInj StartAng =15°, the current injection cylinder number is 5 cylinders, then the injection start time is 15/6 or 2.5 teeth earlier than the 5 cylinder top dead center crank teeth, the 5 cylinder top dead center crank teeth number is 22 teeth, the corresponding injection start time is 22-rounddown (2.5) -1=19 teeth, so the expression of the injection teeth number DmnInj StartToothN of the current command injection time of the fuel system is as follows:
calculating an injection tooth number ActInj StartToothN of the actual injection time of the fuel system: the engine control system records a time stamp ActInj StartT of the actual fuel injection start time, a time stamp ActIn jStopToothT of the falling edge of the crankshaft Tooth immediately before the actual fuel injection end time, a crankshaft Tooth number ActInj StopToothN immediately before the actual fuel injection end time and a single Tooth period Tooth Period (or directly reads the crankshaft Tooth number ActInj StopToothN immediately before the actual fuel injection start time).
The following description is based on the time stamp and tooth number of the immediately preceding crankshaft tooth at the end of fuel injection. As shown in fig. 3, the test signal collected has ActInj StartT、ActInjStopToothT、ActInjStopToothN and Tooth period Tooth Period. The time interval between the start of actual injection and the trigger of the falling edge of the crankshaft tooth immediately before the end of injection is ActInj Dur＝ActInjStopToothT-ActInjStartT, and the division of this value by the tooth period is the number of teeth that have been rotated, actInj DurNum＝Rounddown(ActInjDur/ToothPeriod. Single tooth period: the time required for one tooth to rotate on the camshaft.
If speed is 600rpm, then one minute of rotation of the cam shaft is 600 turns, 1/600 minute of rotation is converted into us, 1 x 60 x 1000/600us is needed for one turn, 60 teeth are needed for one turn of the cam shaft, and the time needed for one turn of the cam shaft is 1 x 60 x 1000/(600 x 60) us.
Then the actual injection start time is preceded by a crank tooth number ActInj StartToothN＝ActInjStopToothN-ActInjDurNum -1 so the injection tooth signal expression for the actual injection time is as follows:
description of specific embodiment 1 based on the principle described above:
the engine is a six-cylinder engine, and the oil injection time sequence and the tooth number coding principle are referred to above.
The engine controller acquires a crank shaft signal, a cam shaft signal, an accelerator signal, and the like, and calculates an injection oil amount and an injection timing of each cylinder of the engine based on the acquired signal values. Based on commanded injection timing DmnInj StartAng and corresponding cylinder top dead center crankshaft tooth number InjCylN ToothN, the engine controller sends injection commands to the injector driver, such as: the 5 th cylinder nozzle is required to start injection 15deg before 5 cylinder top dead center.
The engine controller stores in real time a time stamp of each crankshaft tooth falling edge and a corresponding tooth number.
The injector driver performs injection on command while feeding back an actual injection start timing signal and an actual injection end timing signal to the engine controller.
When the actual injection start time signal triggers, the engine controller records a time stamp ActInj StartT. When the actual injection end time signal triggers, the engine controller retrieves from memory the timestamp of the most recent crank tooth falling edge and the corresponding tooth number, i.e., the timestamp ActInj StopToothT of the immediately preceding crank tooth falling edge and the corresponding tooth number ActInj StopToothN, before the injection end time.
The engine controller calculates the injection tooth number DmnInj StartToothN at the commanded injection time, equal to 19 teeth.
The engine controller calculates the injection tooth number ActInj StartToothN at the actual injection time.
Comparing the injection tooth number DmnInj StartToothN at the commanded injection time with the injection tooth number ActInj StartToothN at the actual injection time, and if the difference is outside a certain range, then the commanded injection timing is deemed not to be performed properly.
Specific example 2:
the engine is a six-cylinder engine, and the oil injection time sequence and the tooth number coding principle are referred to above.
1) The engine controller acquires a crank shaft signal, a cam shaft signal, an accelerator signal, and the like, and calculates an injection oil amount and an injection timing of each cylinder of the engine based on the acquired signal values. Based on commanded injection timing DmnInj StartAng and corresponding cylinder top dead center crankshaft tooth number InjCylN ToothN, the engine controller sends injection commands to the injector driver, such as: the 5 th cylinder nozzle is required to start injection 15deg before 5 cylinder top dead center.
The engine controller stores in real time a time stamp of each crankshaft tooth falling edge and a corresponding tooth number.
3) The injector driver performs injection on command while feeding back an actual injection start timing signal to the engine controller.
When the actual injection start time signal is triggered, the engine controller retrieves from memory the timestamp of the most recent falling edge of the crankshaft tooth and the corresponding tooth number, i.e., the immediately preceding crankshaft tooth number ActInj StartToothN prior to the actual injection start time.
The engine controller calculates the injection tooth number DmnInj StartToothN at the commanded injection time, equal to 19 teeth.
Comparing the injection tooth number DmnInj StartToothN at the commanded injection time with the injection tooth number ActInj StartToothN at the actual injection time, and if the difference is outside a certain range, then the commanded injection timing is deemed not to be performed properly.
The monitoring method designed by the invention can more accurately judge whether the injection timing of the fuel system is correctly executed, provides a solution for monitoring the actual torque of the engine, and is beneficial to the safe realization of the engine function. The safety level of the whole engine control system is further improved, and the requirements of higher-end markets can be met. The invention does not need to additionally increase the hardware configuration of the engine, such as a detonation pressure sensor and the like. And under the requirement of the same safety level of the engine, the cost is lower, and the market applicability is better.
Here, it should be noted that the description of the above technical solution is exemplary, and the present specification may be embodied in different forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the invention is limited only by the scope of the claims.
A detailed description of related known functions or configurations will be omitted when it may be determined that it unnecessarily obscure the gist of the present specification and claims.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the invention is not limited to the above-described embodiments, but many variations are possible. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention should be considered to be within the scope of the present invention.
Claims (9)
1. An engine fuel system timing monitoring method based on injection teeth is characterized in that: determining the injection timing, the injection cylinder number and the top dead center crank tooth number of the current engine, and calculating the injection tooth number of the command injection time according to the injection timing, the injection cylinder number and the top dead center crank tooth number of the current injection cylinder number of the current engine; storing the time stamp of the falling edge of each crank shaft tooth and the corresponding tooth number in real time, and determining the injection tooth number of the actual fuel injection moment; and comparing the injection tooth number at the command injection time with the injection tooth number at the actual fuel injection time, judging whether the difference value between the two exceeds a set value, if the difference value does not exceed the set value, correctly executing the fuel injection timing, and if the difference value does not exceed the set value, incorrectly executing the fuel injection timing.
2. The injection tooth based engine fuel system timing monitoring method of claim 1, wherein: the method for determining the top dead center crankshaft tooth number of the current injection cylinder number comprises the following steps: and determining the number of crankshaft rotation turns and the number of teeth of a crankshaft disc of one working cycle of the engine, numbering crankshaft teeth, and determining the top dead center crankshaft tooth number of the current injection cylinder number according to the current injection cylinder number.
3. The injection tooth based engine fuel system timing monitoring method of claim 2, wherein: the method for calculating the injection tooth number of the command injection time is as follows: and substituting the injection timing, the injection cylinder number and the top dead center crankshaft tooth number of the current injection cylinder number into a calculation formula of the injection tooth number of the command injection time, and calculating the injection tooth number of the command injection time.
4. The injection tooth based engine fuel system timing monitoring method of claim 3, wherein: the calculation formula of the injection tooth number at the command injection time is as follows: The DmnInj StopToothN is the injection tooth number of the command injection time, the InjCylN ToothN is the top dead center crank tooth number of the current injection cylinder number, and the DmnInj StartAng is the injection timing of the current engine.
5. The injection tooth based engine fuel system timing monitoring method of claim 1, wherein: the method for determining the injection tooth number of the actual injection moment of the fuel oil comprises the following steps: when the actual fuel injection signal is triggered, a timestamp of the falling edge of the crank tooth closest to the trigger time of the actual fuel injection signal and a corresponding tooth number are read, wherein the tooth number is an injection tooth number at the actual fuel injection time.
6. The injection tooth based engine fuel system timing monitoring method of claim 1, wherein: the method for determining the injection tooth number of the actual injection moment of the fuel oil comprises the following steps: and calculating the actual fuel injection time length and a single tooth period, recording the injection tooth number at the actual fuel injection end time, and calculating the injection tooth number at the actual fuel injection time according to the actual fuel injection time length, the single tooth period and the injection tooth number at the actual fuel injection end time.
7. The injection tooth based engine fuel system timing monitoring method of claim 6, wherein: the method for calculating the actual fuel injection time length comprises the following steps: and recording a time stamp of the actual fuel injection starting time and a time stamp of the falling edge of the crank teeth before the actual fuel injection ending time, wherein the difference value between the time stamp of the falling edge of the crank teeth before the actual fuel injection ending time and the time stamp of the actual fuel injection starting time is the actual fuel injection duration.
8. The injection tooth based engine fuel system timing monitoring method of claim 7, wherein: the single tooth period is the time required for the camshaft to rotate one tooth upwards; the calculation formula of the single tooth period is as follows: The Tooth Period is the single Tooth period, the N is the number of teeth of the crank disk, the speed is the engine speed, the unit is the rotation/minute, and the unit of the single Tooth period is us.
9. The injection tooth based engine fuel system timing monitoring method of claim 8, wherein: the method for calculating the injection tooth number of the actual injection moment of the fuel oil comprises the following steps: the time stamp of the falling edge of the crank teeth before the actual fuel injection end time, the time stamp of the actual fuel injection start time, the single tooth period and the injection tooth number of the actual fuel injection end time are brought into a calculation formula of the injection tooth number of the actual fuel injection time, wherein the formula is as follows: The ActInj StopToothN is the injection tooth number of the actual fuel injection time, the ActInj StopToothN is the injection tooth number of the actual fuel injection end time, the ActInj StopToothT is the time stamp of the falling edge of the crankshaft tooth before the actual fuel injection end time, and the ActInj StartT is the time stamp of the actual fuel injection start time.
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| CN104350260A (en) * | 2012-06-14 | 2015-02-11 | 三菱电机株式会社 | Engine starting device and engine starting method |
| CN105569863A (en) * | 2015-12-31 | 2016-05-11 | 广州汽车集团股份有限公司 | Engine oil injection control method and engine electronic control unit |
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