KR100270042B1 - Fuel injection timing control method of the hydrogen engine - Google Patents

Fuel injection timing control method of the hydrogen engine Download PDF

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Publication number
KR100270042B1
KR100270042B1 KR1019970038684A KR19970038684A KR100270042B1 KR 100270042 B1 KR100270042 B1 KR 100270042B1 KR 1019970038684 A KR1019970038684 A KR 1019970038684A KR 19970038684 A KR19970038684 A KR 19970038684A KR 100270042 B1 KR100270042 B1 KR 100270042B1
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South Korea
Prior art keywords
fuel injection
combustion chamber
pressure
engine
fuel
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KR1019970038684A
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Korean (ko)
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KR19990016213A (en
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이황복
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정몽규
현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • 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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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

PURPOSE: A fuel injection time control method of a hydrogen engine is provided to inject fuel properly, to prevent the lowering of thermal efficiency, and to improve the output of an engine by finishing fuel injection before increasing the internal pressure of a combustion chamber with detecting the pressure of the combustion chamber. CONSTITUTION: A fuel injection time control system comprises an air flow meter(52) detecting the amount of air flowing into an engine(50); a pressure sensor(51) mounted in a combustion chamber of a first cylinder in the engine to detect the internal pressure of the combustion chamber; an injector(54) injecting fuel to the combustion chamber; and an ECU(Electronic Control Unit)(53) controlling fuel injection time of the injector according to signals from the air flow meter and the pressure sensor. The fuel injection time is controlled according to internal pressure of the combustion chamber by vehicle speed and load. The fuel injection time control method improves the fuel efficiency, increases output, and reduces vibration of the engine by injecting fuel fully regardless of the internal pressure of the combustion chamber.

Description

수소 엔진의 연료 분사 시기 제어 방법How to Control Fuel Injection Timing for Hydrogen Engines

본 발명은 수소를 연료로 사용하여 동력을 발생시키는 수소 엔진에 관한 것으로서, 특히 차속과 부하에 의해 변화되는 연소실의 압력 변화에 따라 인젝터의 연료 분사 시기를 조절함으로써 열효율을 향상시키고 출력을 강화할 수 있도록 하는 수소 엔진의 연료 분사 시기 제어 방법에 관한 것이다.The present invention relates to a hydrogen engine that generates power by using hydrogen as a fuel, and in particular, adjusts the fuel injection timing of the injector according to a change in pressure of the combustion chamber that is changed by vehicle speed and load so as to improve thermal efficiency and enhance output. It relates to a fuel injection timing control method of a hydrogen engine.

수소 엔진과 같이 기체 상태의 연료를 사용하는 엔진에서는 일정한 압력으로 연료를 분사하게 된다. 이때, 실린더의 연소실 압력은 피스톤의 위치에 따라 가변되는 값이다.Engines that use gaseous fuels, such as hydrogen engines, inject fuel at a constant pressure. At this time, the combustion chamber pressure of the cylinder is a value that varies depending on the position of the piston.

따라서, 차속 및 부하의 변화에 따라 분사시의 연소실 압력이 분사 압력을 초과하는 경우가 발생되기도 한다. 이 경우 연료를 어느 정도의 시간으로 연료를 분사하더라도 분사 압력에 비해 높은 연소실 압력으로 인해 연료 분사가 충분히 이루어지지 않고, 오버랩 구간 중에 있는 배기 과정 중의 배기 가스가 다시 연소실 쪽으로 밀려나오는 현상이 발생된다. 결국, 연료량에 비해 부족한 연료량으로 인해 엔진의 열효율이 저하된다.Therefore, the combustion chamber pressure at the time of injection may exceed the injection pressure according to the change of vehicle speed and load. In this case, even if the fuel is injected at a certain time, the fuel injection is not sufficiently performed due to the combustion chamber pressure higher than the injection pressure, and the exhaust gas is pushed back to the combustion chamber during the exhaust process during the overlap section. As a result, the heat efficiency of the engine is lowered due to the insufficient fuel amount compared to the fuel amount.

다시 말해서, 종래의 연료 분사 시기 제어 방법은 연료 분사시의 연소실 압력이 분사 압력을 초과하는 경우 연료 분사량 부족 및 배기 가스 혼입으로 열효율이 저하되고 엔진의 출력이 떨어지는 문제점이 있다.In other words, the conventional fuel injection timing control method has a problem in that when the combustion chamber pressure at the time of fuel injection exceeds the injection pressure, thermal efficiency decreases due to insufficient fuel injection amount and exhaust gas mixing, and the output of the engine falls.

본 발명은 상기한 종래 기술의 문제점을 해결하기 위하여 안출된 것으로서, 연소실 내부의 압력을 감지하여 연소실 내부 압력이 상승되기 이전에 연료 분사가 종료되도록 함으로써, 적정량의 연료가 분사되어 열효율의 저하를 방지하고 엔진의 출력을 강화할 수 있는 수소 엔진의 연료 분사 시기 제어 방법을 제공하는데 그 목적이 있다.The present invention has been made to solve the above problems of the prior art, by detecting the pressure inside the combustion chamber to terminate the fuel injection before the pressure in the combustion chamber is raised, the appropriate amount of fuel is injected to prevent a decrease in thermal efficiency The present invention aims to provide a fuel injection timing control method of a hydrogen engine that can enhance the output of the engine.

도 1은 수소 엔진의 연소실 내부 압력의 변화가 도시된 압력변화선도이고,1 is a pressure change diagram showing the change in the pressure inside the combustion chamber of the hydrogen engine,

도 2는 본 발명에 의한 수소 엔진의 연료 분사 시기 제어 방법을 위한 제어 구조가 개략적으로 도시된 구성도이다.2 is a configuration diagram schematically showing a control structure for a fuel injection timing control method of a hydrogen engine according to the present invention.

＜도면의 주요 부분에 대한 부호의 설명＞<Description of the code | symbol about the principal part of drawing>

50 : 엔진 51 : 압력 센서50: engine 51: pressure sensor

52 : 에어 플로미터 53 : ECU52: air flow meter 53: ECU

54 : 인젝터54: injector

본 발명은 흡입 공기량에 따라 연료 분사량을 결정하여 연료 분사 시간을 설정하는 제1단계와, 연소실의 압력을 감지하여 연소실 압력과 연료 분사 압력이 동일한 압력이 되는 지점을 연료 분사 종료 시점으로 설정하는 제2단계와, 연료 분사 종료 시점까지 연료 분사 시간 동안 연료를 분사하는 제3단계로 구성된 것을 특징으로 한다.The present invention includes a first step of setting the fuel injection time by determining the fuel injection amount according to the intake air amount, and by setting the point at which the combustion chamber pressure and the fuel injection pressure become the same pressure by detecting the pressure in the combustion chamber as the fuel injection end point. And a third step of injecting fuel during the fuel injection time until the fuel injection end point.

이하, 본 발명의 실시 예를 첨부된 도면을 참조하여 상세하게 설명하면 다음과 같다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

본 발명의 수소 엔진의 연료 분사 시기 제어 방법은 흡입 공기량에 따라 연료 분사량을 결정하여 연료 분사 시간을 설정하는 제1단계와, 연소실의 압력을 감지하여 연소실 압력과 연료 분사 압력이 동일한 압력이 되는 지점을 연료 분사 종료 시점으로 설정하는 제2단계와, 연료 분사 종료 시점까지 연료 분사 시간 동안 연료를 분사하는 제3단계로 구성된다.In the fuel injection timing control method of the hydrogen engine of the present invention, the first step of setting the fuel injection time by determining the fuel injection amount according to the intake air amount, and the point where the combustion chamber pressure and the fuel injection pressure are the same pressure by detecting the pressure of the combustion chamber And a third step of injecting fuel for a fuel injection time until the fuel injection end point.

상기한 연료 분사 시기 제어 방법을 적용하기 위한 제어 구조는 도 2에 도시된 바와 같이 엔진(50)으로 유입되는 흡입 공기량을 감지하는 에어 플로미터(Air Flow Meter;52)와, 엔진(50)의 1번 실린더의 연소실에 장착되어 연소실 내부 압력을 감지하는 압력 센서(51)와, 엔진(50)의 연소실에 연료를 분사하는 인젝터(Injector;54)와, 상기 에어 플로미터(52) 및 압력 센서(51)의 신호에 따라 인젝터(54)의 연료 분사 시기를 제어하는 ECU(53)로 구성된다.As shown in FIG. 2, the control structure for applying the fuel injection timing control method includes an air flow meter 52 for detecting an amount of intake air flowing into the engine 50, and an engine 50. A pressure sensor 51 mounted in the combustion chamber of cylinder 1 and detecting an internal pressure of the combustion chamber, an injector 54 for injecting fuel into the combustion chamber of the engine 50, the air flow meter 52 and the pressure sensor It consists of an ECU 53 which controls the fuel injection timing of the injector 54 according to the signal of 51. As shown in FIG.

상기와 같이 구성된 본 발명의 수소 엔진의 연료 분사 시기 제어 방법은 차속과 부하에 따라 변화되는 연소실 내부의 압력에 따라 연료 분사 시기를 제어하게 된다.Fuel injection timing control method of the hydrogen engine of the present invention configured as described above is to control the fuel injection timing in accordance with the pressure in the combustion chamber that changes depending on the vehicle speed and load.

에어 플로미터(52)가 엔진(50)으로 유입되는 흡입 공기량을 감지하여 ECU(53)로 보내고, ECU(53)는 흡입 공기량에 따라 연료 분사량을 결정하여 연료 분사 시간(Injection Fluse Width)을 설정한다. 또한, 압력 센서(51)가 차속 및 부하에 따라 변화되는 연소실 내부의 압력을 감지하여 ECU(53)로 전달한다.The air flow meter 52 detects the amount of intake air flowing into the engine 50 and sends it to the ECU 53, and the ECU 53 determines the fuel injection amount according to the intake air amount to set the fuel injection time. do. In addition, the pressure sensor 51 detects the pressure inside the combustion chamber that changes according to the vehicle speed and the load, and transmits the pressure to the ECU 53.

ECU(53)는 연소실 내부 압력과 연료 분사 압력을 비교하여 연료 분사 압력이 클 경우에는 기존의 분사 시기와 동일하게 연료가 분사되도록 하고, 연소실 내부 압력이 클 경우에는 연소실 내부 압력과 연료 분사 압력이 동일한 시점을 연료 분사 종료 시점(End of Injection)으로 설정하여 인젝터(54)가 연료를 분사하도록 한다. 물론, 연료 분사 시간이 최초에 설정한 시간과 일치하도록 인젝터(54)의 연료 분사 시점을 동시에 이동시키게 된다.The ECU 53 compares the internal combustion pressure with the fuel injection pressure so that the fuel is injected in the same manner as the conventional injection timing when the fuel injection pressure is large, and when the internal combustion pressure is large, the internal chamber pressure and the fuel injection pressure are increased. The same time point is set as the end of injection to allow the injector 54 to inject fuel. Of course, the fuel injection time of the injector 54 is moved simultaneously so that the fuel injection time may coincide with the time set initially.

따라서, 도 1에 도시된 바와 같이 연료 분사는 설정된 연료 분사 시간 동안 지속되고, 연소실 내부 압력이 분사 압력이 동일한 지점(A)에서 연료 분사가 종료된다. 이후, 연소실 내부 압력은 계속 상승되고, 상사점(Top Dead Center)에서 점화가 시작되면 일정 정도 압력 상승이 계속된 후, 배기 밸브가 열림에 따라 연소실 내부 압력은 저하된다.Accordingly, as shown in FIG. 1, fuel injection is continued for a set fuel injection time, and fuel injection is terminated at the point A where the combustion chamber internal pressure is the same as the injection pressure. Subsequently, the pressure inside the combustion chamber continues to increase, and when the ignition starts at the top dead center, the pressure increases to some extent, and then the pressure inside the combustion chamber decreases as the exhaust valve opens.

이와 같이, 본 발명의 수소 엔진의 연료 분사 시기 제어 방법은 연소실 내부 압력에 관계없이 충분한 양의 연료를 분사하도록 하여 연비가 향상되고 출력이 증강되며 엔진의 진동을 저감시킬 수 있는 이점이 있다.Thus, the fuel injection timing control method of the hydrogen engine of the present invention has the advantage that the fuel efficiency is improved, the output is increased and the vibration of the engine can be reduced by injecting a sufficient amount of fuel irrespective of the pressure inside the combustion chamber.

Claims (1)

흡입 공기량에 따라 연료 분사량을 결정하여 연료 분사 시간을 설정하는 제1단계와, 연소실의 압력을 감지하여 연소실 압력과 연료 분사 압력이 동일한 압력이 되는 지점을 연료 분사 종료 시점으로 설정하는 제2단계와, 연료 분사 종료 시점까지 연료 분사 시간 동안 연료를 분사하는 제3단계로 구성된 것을 특징으로 하는 수소 엔진의 연료 분사 시기 제어 방법.A first step of setting the fuel injection time by determining the fuel injection amount according to the intake air amount; and a second step of setting the point where the combustion chamber pressure and the fuel injection pressure become the same pressure by detecting the pressure in the combustion chamber as the end point of the fuel injection; And a third step of injecting fuel for a fuel injection time until a fuel injection end point.
KR1019970038684A 1997-08-13 1997-08-13 Fuel injection timing control method of the hydrogen engine KR100270042B1 (en)

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KR100270042B1 true KR100270042B1 (en) 2000-10-16

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