CN119231999A - Motor controller system and method for determining engine crankshaft rotation angle - Google Patents

Abstract

The present invention discloses a motor controller system and method for determining the rotation angle of the engine crankshaft. The system includes a rotary transformer, a motor controller and an engine control unit. The crankshaft of the fuel engine and the input shaft of the motor are the same shaft. The rotary transformer outputs a voltage analog signal; the motor controller receives the voltage analog signal and analyzes the angle information, and outputs a pseudo square wave signal; the engine control unit receives the pseudo square wave signal, and controls the engine to perform fuel injection and ignition according to the pseudo square wave signal. The present invention not only does not need to install a crankshaft position sensor on the flywheel of the fuel engine, but can simulate the signal of the crankshaft position sensor and control the timing of the engine to perform fuel injection and ignition, and does not need to add improvements such as analog-to-digital conversion to the engine controller unit, thereby improving work efficiency.

Description

Motor controller system and method with determination of engine crankshaft rotation angle

Technical Field

The invention relates to the technical field of new energy vehicles, in particular to a motor controller system and a motor controller method for determining the rotation angle of an engine crankshaft.

Background

The new energy electric automobile has three large power system classifications, one is pure electric, one is mixed, one is range-extending, and the range-extending electric automobile supplements electric quantity by utilizing the traditional fuel engine to generate electricity when the electric quantity of a power battery is insufficient, so that the economical efficiency of daily driving is integrated, and the mileage anxiety of long-distance driving of a user is also solved.

In the prior art, in combination with fig. 1, an extended-range electric vehicle has a fuel engine 01 and a motor 02, a Crank Position Sensor (CPS) 05 is required for fuel injection in a cylinder of the fuel engine 01, and the working principle of the crank position sensor 05 is to detect the rotation angle and the rotation speed of a crank through specific marks (such as a gear, a cam shaft position and the like) on a flywheel 04. When the crankshaft rotates, the crankshaft position sensor generates a square wave signal according to the position of the crankshaft, the square wave signal is sent to an Engine Control Unit (ECU) 06, and the ECU calculates the position and the rotating speed of the crankshaft according to the signal, so that the running state of the engine is determined, and ignition and oil injection are controlled according to the square wave signal. That is, the premise of controlling ignition and injection is that a crank position sensor 05 must be provided, and the installation position of the crank position sensor 05 varies depending on the vehicle type, but is usually installed at the front end of the crank (at the pulley), the rear end of the crank near the large flywheel, the front end of the cam shaft, on the flywheel or in the distributor, and the complexity of the equipment of the new energy vehicle is increased wherever it is installed. The prior art CN113353053B discloses determining the engine crank angle according to the motor resolver signal representation angle and the corresponding relation between the motor resolver signal representation angle and the engine crank angle, the motor control unit sends the data signal to the engine control unit, the data signal cannot be directly used by the engine control unit, the engine control unit is also required to be improved, and an analog-to-digital conversion element is additionally arranged in the engine control unit to convert the data signal into an analog signal.

Accordingly, there is a need for a motor controller system and method for determining the rotational angle of an engine crankshaft that saves a crankshaft position sensor without requiring modification to the engine control unit and reduces the equipment complexity of the new energy vehicle.

Disclosure of Invention

In view of this, the present invention provides a motor controller system and method for determining the rotational angle of an engine crankshaft for saving a crankshaft position sensor without modification to the engine control unit, reducing the complexity of the equipment of a new energy vehicle, and saving costs.

In a first aspect, the present invention provides a motor controller system having a function of determining the rotational angle of an engine crankshaft for use in an extended range vehicle comprising a fuel engine and a motor, the system comprising a resolver, a motor controller and an engine control unit, wherein,

The crankshaft of the fuel engine and the input shaft of the motor are the same shaft, and the motor is provided with a rotary transformer;

The rotary transformer is coupled with the motor controller, the crankshaft and the rotary transformer synchronously rotate, and the rotary transformer senses alternating voltage and outputs a voltage signal;

The motor controller is respectively coupled with the rotary transformer and the engine control unit, receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

The engine control unit is respectively coupled with the motor controller and the fuel engine, receives the pseudo square wave signal, and controls the engine to spray fuel and ignite according to the pseudo square wave signal.

Optionally, the crankshaft of the fuel engine and the input shaft of the motor are the same rigid shaft.

Optionally, the motor controller includes a single-chip microcomputer, the single-chip microcomputer is coupled with the rotary transformer, and the single-chip microcomputer receives the voltage signal and analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer.

Optionally, the motor controller further includes a push-pull circuit, and the push-pull circuit is coupled with the singlechip and the engine control unit respectively, amplifies the angle signal sent to the engine control unit, and matches the driving voltage of the engine control unit.

Optionally, the push-pull circuit comprises a metal oxide semiconductor field effect transistor, a first resistor, and a second resistor, wherein,

The grid electrode of the metal oxide semiconductor field effect transistor is electrically connected with the second end of the second resistor, the source electrode of the metal oxide semiconductor field effect transistor is grounded, and the drain electrode of the metal oxide semiconductor field effect transistor is electrically connected with the engine control unit and the first end of the first resistor respectively;

The first end of the first resistor is electrically connected with the drain electrode of the metal oxide semiconductor field effect transistor, and the second end of the first resistor is electrically connected with the high-potential pin of the engine control unit;

The first end of the second resistor is electrically connected with the single chip, and the second end of the second resistor is electrically connected with the grid electrode of the metal oxide semiconductor field effect transistor.

Optionally, the metal oxide semiconductor field effect transistor is an N-type transistor, when the pseudo square wave signal is at a high potential, the source electrode and the drain electrode of the metal oxide semiconductor field effect transistor are conducted, and a low potential is output to the engine control unit, when the pseudo square wave signal is at a low potential, the source electrode and the drain electrode of the metal oxide semiconductor field effect transistor are not conducted, and the output potential is equal to the high potential output by the high potential pin of the engine control unit.

Optionally, the first resistor has a resistance value of 50Ω -1000Ω.

Optionally, the voltage signal output by the rotary transformer has angle information of 0 ° -N °, N/2k=60, where N is a positive integer greater than or equal to 360, K is a positive integer, and the pseudo square wave signal has 60 pulses.

In a second aspect, the present invention also provides a control method of a motor controller for determining a rotation angle of an engine crankshaft, comprising:

The crankshaft and the rotary transformer synchronously rotate, and the rotary transformer senses alternating voltage and outputs a voltage signal;

The motor controller receives the voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

And the engine control unit receives the pseudo square wave signal and controls the engine to spray oil and ignite according to the pseudo square wave signal.

In a third aspect, the present invention also provides a vehicle, including the above-mentioned motor controller system having a function of determining a rotation angle of an engine crankshaft, and implementing the above-mentioned motor controller control method having the function of determining the rotation angle of the engine crankshaft.

Compared with the prior art, the motor controller system and the method for determining the rotation angle of the engine crankshaft have the advantages that at least the following beneficial effects are achieved:

the invention does not need to install a crank shaft position sensor on the flywheel of the fuel engine, because the crank shaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information sensed by the rotary transformer arranged on the motor is the same as the information of the crank shaft of the engine, the invention outputs a voltage signal through alternating voltage sensed by the rotary transformer, the motor controller receives the voltage signal, the voltage signal is analyzed to obtain an angle signal corresponding to the position of the rotary transformer, a pseudo square wave signal is output according to the angle signal and is sent to the engine control unit, and the pseudo square wave signal is a simulated signal of the crankshaft position sensor, so that the rotation angle of the crankshaft is determined, the position of a piston in a cylinder in the fuel engine is determined, and the timing of oil injection and ignition of the engine is controlled. Compared with the prior art, the signal output from the motor controller is a digital signal, the digital signal is sent to the engine control unit, and the engine control unit needs to be additionally provided with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, so that the engine control unit needs to be correspondingly improved. The pseudo square wave signal is a simulated signal of the crank shaft position sensor, so that the pseudo square wave signal can be directly utilized by the engine control unit, the oil injection and ignition time of the engine can be controlled, the improvement such as analog-to-digital conversion is not needed to be added to the engine controller unit, and the working efficiency is improved. In addition, the invention does not need to arrange a crankshaft position sensor on the flywheel of the crankshaft, saves the crankshaft position sensor, does not need to specially treat teeth on the flywheel as marks, and reduces the cost.

Of course, it is not necessary for any one product embodying the invention to achieve all of the technical effects described above at the same time.

Other features of the present invention and its advantages will become apparent from the following detailed description of exemplary embodiments of the invention, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description, serve to explain the principles of the invention.

FIG. 1 is a block diagram of a prior art motor controller system having a function of determining the rotational angle of an engine crankshaft;

FIG. 2 is a block diagram of a motor controller system having a function of determining the rotational angle of an engine crankshaft in accordance with the present invention;

FIG. 3 is a block diagram of a motor controller provided by the present invention;

FIG. 4 is a schematic diagram of a push-pull circuit according to the present invention;

FIG. 5 is a flow chart diagram of a method of controlling a motor controller having a function of determining the rotational angle of an engine crankshaft in accordance with the present invention.

Detailed Description

Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise.

The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.

In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of exemplary embodiments may have different values.

It should be noted that like reference numerals and letters refer to like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

Example 1

Referring to fig. 2, fig. 2 is a block diagram of a motor controller system having a function of determining the rotational angle of an engine crankshaft in accordance with the present invention. The motor controller system with the function of determining the rotation angle of the engine crankshaft of the embodiment is applied to an extended-range automobile, which comprises a fuel engine 10 and a motor 20,

The extended range automobile is also called a series hybrid electric vehicle, and an internal combustion engine is added as an auxiliary power source on the basis of a pure electric vehicle, and when the electric quantity of a battery is insufficient, the internal combustion engine is started to charge the battery or directly drive the motor 20, so that the endurance mileage of the vehicle is prolonged. The range extender is generally composed of core components such as a motor 20, a fuel engine 10, a motor controller 50 and the like, wherein the important role of the motor 20 in converting mechanical energy into electric energy is that the range extender outputs electric energy, the fuel engine 10 provides mechanical energy which is a power source of the range extender and is usually in the form of an internal combustion engine, power is generated by combusting fuel, the motor controller 50 accurately regulates and controls the rotating speed and the output power of the engine, ensures that the motor 20 can stably output electric energy, and carries out intelligent regulation according to the actual requirements of an electric vehicle.

The motor controller system with the function of determining the rotation angle of the engine crankshaft of the present embodiment includes a resolver 40, a motor controller 50, and an engine control unit 60.

The resolver 40 (abbreviated as a resolver) is an electromagnetic sensor, and is mainly used for precisely measuring the angular position and angular velocity of the motor 20, and the working principle of the resolver is based on the electromagnetic induction principle. It is generally composed of a stator (stationary part) which is stationary when mounted and a rotor (rotating part) mounted on a drive shaft, and can be regarded as a special transformer, when the rotor rotates, a varying magnetic field is generated in the stator, and an alternating voltage is induced in the stator coil, which, after a series of processing circuits, can be converted into signals representing the position and angular velocity of the rotor.

The motor controller 50 (MCU) can convert the input electric energy (such as dc) into the electric energy form (such as ac) required by the motor 20, so as to drive the motor 20 to work, and can collect signals of a motor control command, a motor rotation speed, a motor current, etc., and process the signals through an internal algorithm, so as to realize accurate control of the motor 20.

The engine control unit 60 (ECU) is a microcomputer controller for the vehicle, also called "driving computer" or "on-board computer", which is responsible for controlling and managing the various electronic systems of the vehicle, such as the engine, transmission, braking, steering, etc. The ECU processes according to a predetermined program by receiving input signals from various sensors such as engine speed, vehicle speed, temperature, etc., and transmits control signals to actuators (e.g., fuel injectors, ignition coils, etc.) to achieve accurate control of various systems of the vehicle.

As shown in fig. 2, in this embodiment, a crankshaft 90 of the fuel engine 10 and an input shaft of the motor 20 are the same, a flywheel 30 is arranged on the crankshaft, and a rotary transformer 40 is installed on the motor 20, wherein the rotary transformer 40 is coupled with a motor controller 50, the crankshaft 90 and a rotor 201 of the motor 20 synchronously rotate, and meanwhile, the motor 20 drives the rotary transformer 40, and the rotary transformer 40 senses alternating voltage and outputs a voltage signal;

the motor controller 50 is coupled with the rotary transformer 40 and the engine control unit 60 respectively, receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer 40, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit 60;

The engine control unit 60 is coupled to the motor controller 50 and the fuel engine 10, respectively, and the engine control unit 60 receives a pseudo square wave signal, determines the rotation angle of the crankshaft 90 according to the pseudo square wave signal, and determines the position of the piston in the fuel engine 10 in the cylinder 101, thereby controlling the engine to perform fuel injection and ignition.

Alternatively, crankshaft 90 of fuel engine 10 is the same rigid shaft as the input shaft of motor 20, so that crankshaft 90 and resolver 40 are also rotated in synchronization, whereby the positional information of crankshaft 90 can be determined from the positional information of resolver 40.

In some alternative embodiments, resolver 40 includes a rotating portion (not shown) mounted on rotor 201 of electric machine 20, and a stationary portion (not shown) mounted on stator 202 of electric machine 20 or the housing of electric machine 20, the stationary portion including a stationary magnetic field and stator coils, motor 20 driving the rotating portion of resolver 40 in rotation, the stator coils in the stationary portion of resolver 40 inducing an alternating voltage.

The stationary portion of resolver 40 includes an excitation coil, a sine coil, and a cosine coil, and the selected portion of resolver 40 includes an irregularly shaped metallic rotor, and the rotating portion and the stationary portion work together to generate and detect information of the rotation angle, the rotation speed, and the rotation direction.

The exciting coil serves as an input side coil and receives an alternating current excitation signal from the motor controller 50. The sine and cosine coils, which are spatially distributed at 90 °, serve as output-side coils for generating sine and cosine signals, i.e. alternating voltages, which, after a series of processing circuits, can be converted into signals representing the rotor position and angular velocity.

The metallic rotor is fixed to the shaft of the drive motor 20 and rotates with the motor 20 rotor, its shape and position affecting the signals generated in the sine and cosine coils.

Specifically, referring to fig. 3, a single-chip microcomputer 501 is provided in the motor controller 50, the single-chip microcomputer 501 sends out a high-frequency sinusoidal signal (i.e. an excitation signal), when the high-frequency sinusoidal signal is fed into a rotating part (i.e. a rotor coil) of the rotary transformer 40, a voltage signal (i.e. a high-frequency induction signal) containing position information is induced in a fixed part (i.e. a stator coil), the single-chip microcomputer 501 performs analog-to-digital conversion on the voltage signal through an ADC analog-to-digital converter to generate position information, a decoding unit is provided in the single-chip microcomputer 501, the decoding unit decodes the position information to obtain an angle signal corresponding to the position of the rotary transformer 40, and then the single-chip microcomputer 501 extracts the position information from the angle signal and converts the angle signal into a square wave signal, wherein the square wave signal is not obtained according to a crank shaft position sensor on the flywheel 30, but is simulated according to an induction signal of the rotary transformer 40, and is called a pseudo square wave signal. The pseudo square wave signal is sent to the engine control unit 60, and the engine control unit 60 can determine the position of the crankshaft 90 according to the pseudo square wave signal, determine the position of the piston in the cylinder 101 in the fuel engine 10, and control the engine to perform fuel injection and ignition.

The invention does not need to install a crank shaft position sensor on the flywheel 30 of the fuel engine 10, because the crank shaft 90 of the fuel engine 10 and the input shaft of the motor 20 are the same shaft, the angle information sensed by the rotary transformer 40 installed on the motor 20 is the same as the angle information of the crank shaft 90, the invention outputs a voltage signal through alternating voltage sensed by the rotary transformer 40, the motor controller 50 receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer 40, outputs a pseudo square wave signal according to the angle signal and sends the pseudo square wave signal to the engine control unit 60, wherein the pseudo square wave signal is the signal of the simulated crank shaft position sensor, thereby determining the rotation angle of the crank shaft 90, thereby determining the position of a piston in the fuel engine 10 in the cylinder 101 and controlling the time of the engine for injecting fuel and igniting. Compared with the prior art, the signal output from the motor controller is a digital signal, the digital signal is sent to the engine control unit, and the engine control unit needs to be additionally provided with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, so that the engine control unit needs to be correspondingly improved. The pseudo square wave signal is a simulated signal of the crank shaft position sensor, so that the pseudo square wave signal can be directly utilized by the engine control unit, the oil injection and ignition time of the engine can be controlled, the improvement such as analog-to-digital conversion is not needed to be added to the engine controller unit, and the working efficiency is improved.

Of course, the invention does not need to arrange a crank position sensor on the flywheel 30, saves the crank position sensor on the flywheel 30, has 60 teeth positions in the flywheel in the prior art, installs 58 teeth, takes the rest 2 positions as the origin, and installs the crank position sensor on the teeth, but does not need to install the crank position sensor in the invention, and does not need to carry out special treatment on the teeth on the flywheel 30 as marks, thereby reducing the cost.

Example 2

Referring to fig. 2,3 and 4, the motor controller system with the function of determining the rotation angle of the engine crankshaft of the present embodiment is applied to an extended range vehicle including a fuel engine 10 and a motor 20,

The motor controller system with the function of determining the rotation angle of the engine crankshaft of the present embodiment includes a resolver 40, a motor controller 50, and an engine control unit 60.

As shown in fig. 2, in the present embodiment, a crankshaft 90 of the fuel engine 10 and an input shaft of the motor 20 are the same, and the motor 20 is provided with a resolver 40;

Resolver 40 is coupled to motor controller 50, crankshaft 90 and resolver 40 rotate synchronously, resolver 40 senses an alternating voltage, and outputs a voltage signal;

the motor controller 50 is coupled with the rotary transformer 40 and the engine control unit 60 respectively, receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer 40, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit 60;

The engine control unit 60 is coupled to the motor controller 50 and the fuel engine 10, respectively, and the engine control unit 60 receives the pseudo square wave signal and controls the engine to inject fuel and ignite according to the pseudo square wave signal.

Referring to fig. 3, the motor controller 50 in the present embodiment includes a single-chip microcomputer 501, the single-chip microcomputer 501 is respectively coupled to the rotary transformer 40, the single-chip microcomputer 501 receives a voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer 40, and outputs a pseudo square wave signal according to the angle signal.

Compared with the prior art, the signal output from the motor controller is a digital signal, the digital signal is sent to the engine control unit, and the engine control unit needs to be additionally provided with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, so that the engine control unit needs to be correspondingly improved. The pseudo square wave signal is a simulated signal of the crank shaft position sensor, so that the pseudo square wave signal can be directly utilized by the engine control unit, the oil injection and ignition time of the engine can be controlled, the improvement such as analog-to-digital conversion is not needed to be added to the engine controller unit, and the working efficiency is improved.

Referring to fig. 3, the motor controller 50 in the present embodiment further includes a push-pull circuit 502, where the push-pull circuit 502 is coupled to the singlechip 501 and the engine control unit 60, respectively, amplifies an angle signal sent to the engine control unit 60, sends the angle signal to the engine control unit 60, and matches a driving voltage of the engine control unit 60.

It can be understood that the single-chip microcomputer 501 analyzes the voltage signal output by the rotary transformer 40, the voltage signal output by the rotary transformer 40 includes a sine signal and a cosine signal, the sine signal and the cosine signal change along with the change of the position of the rotating part in the rotary transformer 40, reflecting the rotation angle and the rotation direction of the rotating part, for the single-chip microcomputer 501 to analyze the sine signal and the cosine signal, the single-chip microcomputer 501 contains a rotary encoder inside to analyze the sine signal and the cosine signal, and by comparing the phase difference and the amplitude of the two signals, the single-chip microcomputer 501 can calculate the rotation angle, the rotation speed and the rotation direction of the rotor.

It can be understood that the driving power output by the singlechip 501 is weaker, the voltage of the singlechip 501 is lower than the high potential voltage VCC of the engine control unit 60, and the push-pull circuit 502 needs to be used for matching the voltage of the engine control unit 60, so that the push-pull circuit 502 is arranged in the motor controller 50 to amplify the angle signal and send the angle signal to the engine control unit 60 so as to meet the driving requirement of the engine control unit 60.

Alternatively, referring to fig. 4, the push-pull circuit 502 includes a metal oxide semiconductor field effect transistor MOS, a first resistor R1, and a second resistor R2, wherein,

The base electrode of the metal oxide semiconductor field effect transistor MOS is electrically connected with the second end of the second resistor R2, the source electrode of the metal oxide semiconductor field effect transistor MOS is grounded, and the drain electrode of the metal oxide semiconductor field effect transistor MOS is electrically connected with the engine control unit 60 and the first end of the first resistor R1 respectively;

a first end of the first resistor R1 is electrically connected with the drain electrode of the metal oxide semiconductor field effect transistor MOS, and a second end of the first resistor R1 is electrically connected with a high-potential pin of the engine control unit 60;

The first end of the second resistor R2 is electrically connected to the singlechip 501, and the second end of the second resistor R2 is electrically connected to the gate of the metal oxide semiconductor field effect transistor MOS.

Specifically, the second resistor R2 is used for preventing oscillation, and of course also has the functions of limiting current and protecting:

in the first aspect, parasitic inductance exists between the wiring from the singlechip 501 to the metal oxide semiconductor field effect transistor MOS and between the metal oxide semiconductor field effect transistor MOS, and parasitic capacitance exists between the metal oxide semiconductor field effect transistor MOS and the electrodes, so that these elements form an LC low-pass filter circuit, when the frequency component of the driving signal approaches the resonant frequency of the circuit, resonance and oscillation may occur, and the series resistor can provide damping to absorb these oscillation signals, so as to prevent the oscillation signals from causing adverse effects on the circuit.

In the second aspect, the gate of the mosfet is equivalent to a parasitic capacitance, and when the mosfet is turned on, the parasitic capacitance of the gate needs to be charged, and a large current is generated instantaneously during the charging process, if the mosfet is directly driven by the singlechip 501, the current may exceed the I/O port output capability of the singlechip 501, and even damage the singlechip 501, so the charging current can be limited by the series connection of the second resistor R2, and the current is prevented from being excessively large.

In the third aspect, when the mosfet MOS is turned off, the parasitic capacitance of the gate needs to be discharged, if the discharge speed is too fast, an excessive voltage spike may be generated, the mosfet MOS is damaged, and the presence of the second resistor R2 may slow down the discharge speed, so as to protect the mosfet MOS from breakdown.

When the source and drain of the mosfet are not on for the first resistor R1, if the first resistor R1 is not provided, the signal input to the motor control unit 60 is a high potential output from the high potential pin of the motor control unit 60, and the high potential voltage is large, which may damage the motor control unit 60, and the series connection of the first resistor R1 may reduce the voltage, thereby preventing the motor control unit 60 from being damaged due to the excessive voltage.

Alternatively, the source and drain of the metal oxide semiconductor field effect transistor MOS are N-type transistors, when the pseudo square wave signal is at a high potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are turned on to output a low potential to the motor control unit 60, and when the pseudo square wave signal is at a low potential, the source and drain of the metal oxide semiconductor field effect transistor MOS are not turned on, and the output potential is equal to the high potential output by the high potential pin of the motor control unit 60.

Specifically, the MOS is an N-type transistor, and when the potential input to the gate of the MOS is a high potential, the MOS is turned on, and when the potential input to the gate of the MOS is a low potential, the MOS is turned off.

Referring to fig. 4, when the pseudo square wave signal outputted from the singlechip 501 is at a high potential, the source and drain of the mosfet MOS are turned on, and a low potential is outputted to the motor control unit 60, and since the source of the mosfet MOS is grounded, a zero potential is outputted to the motor control unit 60;

Referring to fig. 4, when the pseudo square wave signal output from the singlechip 501 is at a low potential, the source and the drain of the metal oxide semiconductor field effect transistor MOS are not conductive, and the high potential output by the high potential pin of the engine control unit 60 is output back to the engine control unit 60 after passing through the first resistor R1, and optionally, the output potential is equal to the high potential output by the high potential pin of the engine control unit 60, so that the output driving voltage is matched with the engine control unit 60.

In some alternative embodiments, the first resistor R1 has a resistance value of 50Ω -1000Ω.

If the resistance of the first resistor R1 is too small, the protection circuit cannot function, and if the resistance of the first resistor R1 is too large, the output potential is equal to the high potential of the engine control unit 60, and after passing through the first resistor R1, the high voltage returned to the engine control unit 60 is too small. In this embodiment, the resistance value of the first resistor R1 is 50Ω -1000Ω, which can protect the circuit and prevent the high voltage returned to the engine control unit 60 from being too small.

In some alternative embodiments, a flywheel is arranged on the crankshaft, the flywheel is provided with N tooth grooves and K missing positions, N and K are positive integers, and the pseudo square wave signal is provided with N reference pulse signals and K0-bit pulse signals.

For example, when the crank position sensor is magnetically inductive and the flywheel on the crankshaft has 58 slots, the crank position sensor generates 58 reference pulse signals for the engine control unit to calculate the engine speed and the position of the crankshaft, and two teeth are missing on the flywheel 30 to generate synchronization pulses (i.e., 0-bit pulses) that are used to help the engine control unit identify a particular crank position (e.g., the position of 1-cylinder and 4-cylinder top dead center) to ensure accurate control of ignition and injection timing for each revolution of the crankshaft. The pseudo square wave signal in the present invention is a square wave signal emulating a crank position sensor, so the pseudo square wave signal has 58 reference pulse signals and 20 bit pulse signals.

Taking the angular information of 0-360 degrees output by the rotary transformer 30 as an example for schematic illustration, the angular information is divided by 3 to obtain 120 angles, the 120 level inversions can form 60 pulses, and the inversions can be forbidden for 4 times every 360 degrees, namely one circle, for generating zero signals, namely, corresponding pseudo square wave signals can be generated for the angular information of the rotary transformer 30.

Example 3

With reference to fig. 5, the present embodiment provides a control method of a motor controller having a function of determining a rotation angle of a crankshaft of an engine, including:

S1, synchronously rotating a crankshaft and a rotary transformer, inducing alternating voltage by the rotary transformer, and outputting a voltage signal;

S2, the motor controller receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

And S3, the engine control unit receives the pseudo square wave signal and controls the engine to spray oil and ignite according to the pseudo square wave signal.

Specifically, in S1, the crankshaft of the fuel engine and the input shaft of the motor are the same rigid shaft, so that the rotation of the crankshaft and the rotation of the resolver of the motor are synchronized, thereby determining the position information of the crankshaft based on the position information of the resolver;

In S2, a single-chip microcomputer is arranged in the motor controller, when the single-chip microcomputer sends out a high-frequency sinusoidal signal and the high-frequency sinusoidal signal is fed into the rotating part of the rotary transformer, a voltage signal containing position information is induced in the fixed part, the single-chip microcomputer carries out analog-to-digital conversion on the voltage signal through an analog-to-digital converter (ADC) to generate the position information, a decoding unit is arranged in the single-chip microcomputer and decodes the position information to obtain an angle signal corresponding to the position of the rotary transformer, then the single-chip microcomputer extracts the position information from the angle signal and converts the position information into a square wave signal, and the square wave signal is not obtained according to a crank shaft position sensor on a flywheel but is simulated according to an induction signal of the rotary transformer, so the single-chip microcomputer is called a pseudo square wave signal.

In S3, the pseudo square wave signal is sent to an engine control unit, and the engine control unit can control the engine to perform oil injection and ignition according to the pseudo square wave signal.

The invention does not need to install a crank shaft position sensor on the flywheel of the fuel engine, because the crank shaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information sensed by the rotary transformer arranged on the motor is the same as the position information of the crank shaft of the engine, the invention outputs a voltage signal through alternating voltage sensed by the rotary transformer, the motor controller receives the voltage signal, the voltage signal is analyzed to obtain an angle signal corresponding to the position of the rotary transformer, a pseudo square wave signal is output according to the angle signal and is sent to the engine control unit, the pseudo square wave signal is a simulated signal of the crankshaft position sensor, and therefore the rotation angle of the crankshaft is determined, the position of a piston in a cylinder in the fuel engine is determined, and the timing of fuel injection and ignition of the engine is controlled. . Compared with the prior art, the signal output from the motor controller is a digital signal, the digital signal is sent to the engine control unit, and the engine control unit needs to be additionally provided with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, so that the engine control unit needs to be correspondingly improved. The pseudo square wave signal is a simulated signal of the crank shaft position sensor, so that the pseudo square wave signal can be directly utilized by the engine control unit, the oil injection and ignition time of the engine can be controlled, the improvement such as analog-to-digital conversion is not needed to be added to the engine controller unit, and the working efficiency is improved. The invention does not need to arrange a crank shaft position sensor on the flywheel, saves the crank shaft position sensor on the flywheel, has 58 teeth with the rest 2 positions as the origin, and is arranged on the teeth, but does not need to arrange the crank shaft position sensor, so that special treatment is not needed to be carried out on the teeth on the flywheel as a mark, thereby reducing the cost.

Example 4

The embodiment also provides a vehicle, which comprises the motor controller system with the function of determining the rotation angle of the engine crankshaft, and the motor controller control method with the function of determining the rotation angle of the engine crankshaft is implemented.

The vehicle of the embodiment has the above-mentioned advantages of the motor controller system for determining the rotation angle of the engine crankshaft and the motor controller control method for determining the rotation angle of the engine crankshaft, and will not be described again.

According to the embodiment, the motor controller system and the motor controller method for determining the rotation angle of the engine crankshaft at least achieve the following beneficial effects:

the invention does not need to install a crank shaft position sensor on the flywheel of the fuel engine, because the crank shaft of the fuel engine and the input shaft of the motor are the same shaft, the angle information sensed by the rotary transformer arranged on the motor is the same as the information of the crank shaft of the engine, the invention outputs a voltage signal through alternating voltage sensed by the rotary transformer, the motor controller receives the voltage signal, the voltage signal is analyzed to obtain an angle signal corresponding to the position of the rotary transformer, a pseudo square wave signal is output according to the angle signal and is sent to the engine control unit, and the pseudo square wave signal is a simulated signal of the crankshaft position sensor, so that the rotation angle of the crankshaft is determined, the position of a piston in a cylinder in the fuel engine is determined, and the timing of oil injection and ignition of the engine is controlled. Compared with the prior art, the signal output from the motor controller is a digital signal, the digital signal is sent to the engine control unit, and the engine control unit needs to be additionally provided with a corresponding analog-to-digital conversion unit to determine the rotation angle of the crankshaft, so that the engine control unit needs to be correspondingly improved. The pseudo square wave signal is a simulated signal of the crank shaft position sensor, so that the pseudo square wave signal can be directly utilized by the engine control unit, the oil injection and ignition time of the engine can be controlled, the improvement such as analog-to-digital conversion is not needed to be added to the engine controller unit, and the working efficiency is improved. In addition, the invention does not need to arrange a crankshaft position sensor on the flywheel of the crankshaft, saves the crankshaft position sensor, does not need to specially treat teeth on the flywheel as marks, and reduces the cost.

While certain specific embodiments of the invention have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the invention. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the invention. The scope of the invention is defined by the appended claims.

Claims (10)

1. A motor controller system with a function of determining the rotation angle of an engine crankshaft is characterized by being applied to an extended range automobile, wherein the extended range automobile comprises a fuel engine and a motor, the system comprises a rotary transformer, a motor controller and an engine control unit,

The crankshaft of the fuel engine and the input shaft of the motor are the same shaft, and the motor is provided with the rotary transformer;

The rotary transformer is coupled with the motor controller, the crankshaft and the rotary transformer synchronously rotate, and the rotary transformer senses alternating voltage and outputs a voltage signal;

The motor controller is respectively coupled with the rotary transformer and the engine control unit, receives the voltage signal, analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

the engine control unit is respectively coupled with the motor controller and the fuel engine, receives the pseudo square wave signal, and controls the engine to spray oil and ignite according to the pseudo square wave signal.

2. The motor controller system having a function of determining the rotational angle of an engine crankshaft of claim 1 wherein the crankshaft of the fuel engine is the same rigid shaft as the input shaft of the motor.

3. The motor controller system with the function of determining the rotation angle of the engine crankshaft according to claim 1, wherein the motor controller comprises a single-chip microcomputer, the single-chip microcomputer is coupled with the rotary transformer, the single-chip microcomputer receives the voltage signal, and analyzes the voltage signal to obtain an angle signal corresponding to the position of the rotary transformer.

4. The motor controller system having a function of determining an angle of rotation of an engine crankshaft of claim 3, wherein the motor controller further comprises a push-pull circuit, wherein the push-pull circuit is coupled to the single chip microcomputer and the engine control unit, respectively, and amplifies the angle signal sent to the engine control unit to match a driving voltage of the engine control unit.

5. The motor controller system having a function of determining an engine crankshaft rotation angle of claim 4 wherein the push-pull circuit includes a metal oxide semiconductor field effect transistor, a first resistor, and a second resistor, wherein,

The grid electrode of the metal oxide semiconductor field effect transistor is electrically connected with the second end of the second resistor, the source electrode of the metal oxide semiconductor field effect transistor is grounded, and the drain electrode of the metal oxide semiconductor field effect transistor is electrically connected with the engine control unit and the first end of the first resistor respectively;

The first end of the first resistor is electrically connected with the drain electrode of the metal oxide semiconductor field effect transistor, and the second end of the first resistor is electrically connected with the high-potential pin of the engine control unit;

The first end of the second resistor is electrically connected with the single chip microcomputer, and the second end of the second resistor is electrically connected with the grid electrode of the metal oxide semiconductor field effect transistor.

6. The motor controller system having a function of determining a rotation angle of an engine crankshaft according to claim 5, wherein the metal oxide semiconductor field effect transistor is an N-type transistor, a source and a drain of the metal oxide semiconductor field effect transistor are turned on when the pseudo square wave signal is at a high potential, and a low potential is outputted to the engine control unit, and the source and the drain of the metal oxide semiconductor field effect transistor are turned off when the pseudo square wave signal is at a low potential, and the outputted potential is equal to a high potential outputted from a high potential pin of the engine control unit.

7. The motor controller system having a function of determining the rotational angle of an engine crankshaft of claim 5 wherein the first resistor has a resistance of 50 Ω -1000 Ω.

8. The motor controller system having a function of determining the rotational angle of an engine crankshaft of claim 1 wherein a flywheel is provided on the crankshaft, the flywheel having N tooth slots and K absences, N and K being positive integers, the pseudo square wave signal comprising N reference pulse signals and K0 bit pulse signals.

9. A method of controlling a motor controller having a function of determining a rotational angle of a crankshaft of an engine, comprising:

The crankshaft and the rotary transformer synchronously rotate, and the rotary transformer senses alternating voltage and outputs a voltage signal;

The motor controller receives the voltage signal, analyzes the voltage signal, obtains an angle signal corresponding to the position of the rotary transformer, outputs a pseudo square wave signal according to the angle signal, and sends the pseudo square wave signal to the engine control unit;

And the engine control unit receives the pseudo square wave signal and controls the engine to spray oil and ignite according to the pseudo square wave signal.

10. A vehicle comprising the motor controller system having a function of determining a rotation angle of an engine crankshaft according to any one of claims 1 to 8, implementing the motor controller control method having a function of determining a rotation angle of an engine crankshaft according to claim 9.