Automotive Mechatronics - Automotive electronics is becoming a fundamental feature of modern cars, especially cars. As an important part of automotive electronic control, engine electronic control has been highly valued by domestic and foreign automobile manufacturers in order to adapt to increasingly strict emission and safety regulations, and has achieved unprecedented development.

I. Overview

The theoretical basis of modern car electronic control technology is modern control theory. From the early classic control to the current intelligent control, the control theory has been widely used in automotive electronic control. There are mainly PID control, optimal control, adaptive control, sliding mode control, fuzzy control, neural network control and predictive control. The development of modern control theory makes the electronic control system more adaptable to complex multivariable systems, time-varying systems and nonlinear systems, and even accurate and effective control for systems with less accurate mathematical models. This is the premise that the electronic control of the engine can be realized. In terms of its structure, the electronic control system is mainly composed of three parts: a sensor, an electronic control unit (ECU) and an actuator. The sensor is used as an input part for measuring physical signals (temperature, pressure, etc.) and converting it into an electrical signal; the function of the ECU is to receive the input signal of the sensor, and perform calculation processing according to the set program, and output the processing result; the actuator The actuator is driven according to the electrical signal output by the ECU to change as required.

(1) Electronic Control Component (ECU)

The ECU is centered on the microcomputer. It also includes a pre-A/D converter, a digital signal buffer, and a post-signal amplifier. The microcomputer has fast calculation speed, high precision, real-time control, and multi-interrupt response. At present, in addition to 8-bit and 16-bit microcomputers, 32-bit, especially 64-bit microcomputers have begun to be gradually used. Moreover, not only general-purpose microcomputers and single-chip microcomputers, but also specialized automotive microcomputers have been developed. It is the rapid development of microcomputer technology that has promoted the continuous improvement of automotive electronic control technology. It can be said that the current general trend of ECU development is the transition from single-system single-machine control to multi-system centralized control. Soon after, the automotive electronic control system will use computer network technology to connect the ECUs of the engine electronic control system, the body electronic control system, the chassis electronic control system and the information and communication system to form a distributed computer network within the machine. Comprehensive control of automotive electronics.

(two) sensor

Automotive sensors have extremely harsh operating conditions, so it's critical that the sensors work accurately and accurately. In recent years, theoretical research and material application development have been rapid in this field, and semiconductor and metal film technologies and ceramic sintering technologies have developed rapidly. Undoubtedly, intelligence, integration and digitization will be the future development trend of sensors.

(three) actuator

The actuator is used to execute the command signal from the ECU accurately and without error. Therefore, the accuracy of the actuator work will ultimately affect the success or failure of electronic control, which is why its work reliability and accuracy have always been the focus of research. At present, there are many types of actuators for automotive electronic control systems, such as solenoid valves, electric motors, piezoelectric components, igniters, electromagnetic relays, thermocouples, etc., and their structures and functions are not the same. The development of actuators is intelligent actuators and solid state intelligent power units.

Second, the engine electronic control technology and application

Engine electronic control technology can be divided into electronically controlled gasoline injection, electronic ignition, idle speed control, exhaust gas recirculation control, boost control, fault self-diagnosis, fault insurance, standby control and other control technologies.

(1) Electronically controlled gasoline injection (EFI) system

The electronically controlled gasoline injection system (referred to as the EFI system) was developed in the late 1960s. Compared with the carburetor fuel supply system commonly used in the early days, the outstanding advantage is that the air-fuel ratio control is more precise and the best air can be achieved. Burning ratio; and EFI technology improves the atomization and evaporation performance of gasoline, and the acceleration performance is better, and the engine power and torque are significantly increased.

At present, the EFI system mainly adopts a combination of open loop and closed loop control (feedback control). Open-loop control is performed for conditions such as warm-up, idle speed, etc., which are required to supply a rich mixture. In addition, the actual air-fuel ratio is measured by an oxygen sensor provided in the exhaust pipe to perform feedback control. The air intake meter or the intake manifold absolute pressure sensor and the speed sensor measure the intake air amount, and the ECU determines the appropriate air-fuel ratio according to the cooling water temperature, the intake air temperature, the oxygen sensor signal, etc., and calculates the required fuel injection amount, and then The actuator (injector and circuit disconnect relay) is controlled. The EFI system can be divided into three types according to the installation position of the injector: single injection (SPI), multi-point injection (MPI) and direct injection in the cylinder. Single-point injection is installed at the intake pipe throttle with 1 or 2 injectors. Multi-point injection installs each injector separately in the intake manifold of each cylinder, so that the mixture distribution of each cylinder is relatively uniform, so it is widely used in cars. Moreover, according to the difference of fuel injection timing, the multi-point injection can be subdivided into three types: simultaneous injection, group injection and sequential injection. The sequential injection enables the injector to spray according to the ignition sequence of each cylinder. Once, this method works better than the first two applications. In-cylinder direct injection, especially the four-stroke gasoline engine direct injection in the cylinder is the cutting-edge technology in the current gasoline injection of cars. It was first developed by Mitsubishi Corporation of Japan. The injector is installed on the cylinder head and directly injects gasoline into the cylinder during operation. Perform mixed combustion. The realization of the direct injection technology greatly reduces the fuel consumption of the gasoline engine, and the power performance is also more excellent. At the same time, with other mechanisms, the high air-fuel ratio lean combustion technology can be realized.

(2) Electronic ignition control system

As early as the beginning of the 20th century, ignition systems have been applied in automotive engines, from contact-type, general non-contact, integrated circuit, to today's microcomputer-controlled electronic ignition systems. The microcomputer-controlled electronic ignition system can control and maintain the engine ignition advance angle (ESA) within the optimal range, making the gasoline engine's ignition timing closer to the ideal state, further digging the engine's potential.

In the microcomputer-controlled ignition system, a distributorless ignition (DLI) system has emerged, which eliminates the distributor in the ordinary microcomputer-controlled ignition system, and the internal control of each cylinder is controlled by the ECU. In this way, the high-voltage electricity generated by the ignition coil is directly sent to the spark plug for ignition without being distributed by the distributor. The distributorless ignition system can eliminate the spark discharge phenomenon of the electrodes on the edge of the splitter and the distributor, and reduce electromagnetic interference. The distributorless ignition system has two cylinders simultaneously igniting and two cylinders independently igniting according to the different ignition sequence. In the two-cylinder simultaneous ignition mode, one ignition coil is used for each of the two cylinders, and all the cylinders are divided into groups and fired in groups; in each cylinder independent ignition mode, each cylinder's spark plug is provided with a separate ignition coil. (In particular, with the appearance of the ignition coil of the ultra-small plastic package, it is integrated with the spark plug), so that the cylinders can be ignited in turn.

In the ignition control of the engine, a combination of open loop and closed loop control is also adopted. The ignition timing of the starting phase is controlled by the special signal in the ECU. During normal operation, the knocking feedback control is performed by adding a knocking sensor, and the ignition timing is adjusted according to the feedback signal of the knocking sensor to make the engine in a critical knocking state.

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