KR100300750B1 - Device for controlling lean burn - Google Patents
Device for controlling lean burn Download PDFInfo
- Publication number
- KR100300750B1 KR100300750B1 KR1019960066897A KR19960066897A KR100300750B1 KR 100300750 B1 KR100300750 B1 KR 100300750B1 KR 1019960066897 A KR1019960066897 A KR 1019960066897A KR 19960066897 A KR19960066897 A KR 19960066897A KR 100300750 B1 KR100300750 B1 KR 100300750B1
- Authority
- KR
- South Korea
- Prior art keywords
- lean burn
- air
- fuel
- fuel ratio
- lean
- Prior art date
Links
Classifications
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Abstract
Description
본 발명은 린번 차량의 희박연소제어에 관한 것으로, 특히 희박연소(lean burn)차량에서 희박연소제어를 행함에 있어 대역 O2센서를 제거하여 크랭크 포지션 센서(crank position sensor)만을 이용함으로써 제품의 원가절감에 기여하고, 안정된 희박연소제어를 행할 수 있도록 된, 린번 차량의 희박연소제어방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to lean burn control of a lean burn vehicle. In particular, in performing lean burn control in a lean burn vehicle, the cost of a product is eliminated by using only a crank position sensor by removing a band O 2 sensor. The present invention relates to a lean burn control method for a lean burn vehicle, which contributes to reduction and enables stable lean burn control.
일반적으로 희박연소란 이론 공연비보다 엷은 혼합기를 연소시키는 것으로, 안정된 희박연소가 실현될 경우 배기가스의 저감 및 고연비는 동시에 달성하나 혼합기를 엷게 할 경우 착화성이 떨어지고 연소속도가 지연되는 경우가 있어 연소가스가 불안정할 뿐만 아니라 실화되기 쉬우며, 이 경우 출력값도 매우 저하된다.In general, lean burn is to burn a mixture thinner than the theoretical air-fuel ratio. When stable lean burn is realized, exhaust gas reduction and high fuel efficiency are achieved at the same time, but when the mixer is thinned, ignition is poor and combustion speed may be delayed. Not only are the gases unstable, they are also susceptible to misfire, in which case the output is also very low.
희박 혼합기를 단시간에 안정된 상태로 연소시키기 위하여 흡기계통의 기구나 연소실의 구조를 개선하여 적합한 와류를 발생시킴과 동시에 연료분사시기가 적합한 층상흡기(層狀吸氣) 또는 강력한 점화에 따라 착화를 확실히 하도록 하는 방법들이 안출된 바 있다.In order to burn the lean mixer in a stable state in a short time, the structure of the intake tube mechanism or the combustion chamber is improved to generate a suitable vortex, and the ignition is ensured according to the laminar intake or the strong ignition with a suitable fuel injection timing. There are ways to make it happen.
희박연소에 있어 매우 어려운 점은 질소산화물로서 이는 공연비가 이론 공연비보다 조금 큰 쪽(린쪽)에 있고, 토오크가 필요한 가속시나 고속 주행시 질소산화물이 많이 배출되는 바, 이러한 문제점들이 린번 엔진의 개발에 있어 장애물로 작용하고 있다.The most difficult aspect of lean combustion is nitrogen oxide, which has a higher air-fuel ratio than the theoretical air-fuel ratio (lean side). It is acting as an obstacle.
제1도는 일반적인 희박연소차량의 엔진구성도를 나타낸 것으로, 엔진(10)의 흡기계통에 대역 O2센서(100)가 장착되어 있고, 대역 O2센서(100)는 전자제어유니트(E.C.U)(40)에 연결 제어되며, 또한 크랭크 샤프트(20)에는 크랭크 포지션 센서(30)가 장착되면서 E.C.U(40)에 연결되어 있다.First shows an engine block diagram of a typical lean-burn vehicle turn 1, and is a band O 2 sensor 100 is mounted to the intake system of the engine 10, the band-O 2 sensor 100 is an electronic control unit (ECU) ( It is connected to the control 40, and the crank shaft 20 is connected to the ECU 40 while the crank position sensor 30 is mounted.
아울러 엔진(10)의 냉각계통에 수온센서(50)가 장착되어 전자제어유니트(40)에 연결되어 있다.In addition, the water temperature sensor 50 is mounted to the cooling system of the engine 10 and is connected to the electronic control unit 40.
따라서 대역 O2센서(100)로부터의 감지된 신호와 크랭크 포지션 센서(30)로부터의 감지된 이론적인 신호가 전자제어유니트(40)에 인가되고, 전자제어유니트(40)는 입력된 신호에 따라 연료분사시기를 조정하여 희박연소를 행한다.Therefore, the sensed signal from the band O 2 sensor 100 and the sensed theoretical signal from the crank position sensor 30 are applied to the electronic control unit 40, and the electronic control unit 40 according to the input signal. Adjust the fuel injection timing to perform lean burn.
제3(a),(b),(c)도는 희박연소에 따른 각종 센서의 펄스 다이어그램으로, 제3(a)도는 희박연소시 크랭크 포지션 센서(30)의 신호이고, 제3(b)도는 연료 펌프의 출력신호에서의 TR마크이며, 제3(c)도는 크랭크 샤프트에서의 홀 센서(hall sensor)의 신호에 의해 각 실린더를 인식할 경우의 펄스를 보이고 있다.3 (a), (b) and (c) are pulse diagrams of various sensors according to lean burning, and (a) is a signal of the crank position sensor 30 during lean burning. TR mark in the output signal of the fuel pump, and FIG. 3 (c) shows a pulse when the respective cylinders are recognized by the signal of the hall sensor in the crankshaft.
그런데 크랭크 포지션 센서(30)의 신호는 엔진의 실화(misfire)가 발생할 경우 신호의 폭이 늘어나게 되는데, 이 실화에 의해 토오크가 저하되면 크랭크 샤프트(20)의 회전속도가 갑자기 떨어지게 된다.By the way, the signal of the crank position sensor 30 increases the width of the signal when a misfire of the engine occurs, when the torque is lowered by this misfire, the rotation speed of the crank shaft 20 suddenly drops.
또한 일반적인 희박연소장치는 고가의 대역 O2센서(100)를 사용하므로 제품의 원가가 상승되는 단점이 있었다.In addition, since the general lean burn device uses an expensive band O 2 sensor 100, the cost of the product is increased.
따라서 본 발명의 목적은 대역 O2센서를 제거하여 제품의 원가를 절감함과 동시에 안정된 희박 공연비 운전을 행할 수 있는 린번 차량의 희박연소제어방법을 제공함에 있다.Accordingly, an object of the present invention is to provide a lean burn control method of a lean burn vehicle capable of performing stable lean air-fuel ratio driving while reducing cost of a product by removing a band O 2 sensor.
본 발명은 상기의 목적을 달정하기 위하여, 공연비를 24 : 1정도의 희박연소한계에 도달하기 직전의 공연비가 되도록 맵핑하고, 이에 해당하는 연료를 분사하여 크랭크 포지션 센서로부터 실화가 발생하는지에 따라 실화 발생시는 이전의 분사량보다 1스텝만큼의 연료를 증가시켜 분사하는 것을 특징으로 한다.In order to determine the above object, the present invention maps the air-fuel ratio to be the air-fuel ratio just before reaching the lean burn limit of about 24: 1, and injects the fuel according to whether misfire occurs from the crank position sensor. At the time of occurrence, it is characterized in that the injection by increasing the fuel by one step from the previous injection amount.
제1도는 일반적인 희박연소차량의 엔진구성도.1 is an engine configuration of a typical lean burn vehicle.
제2도는 본 발명 희박연소차량의 엔진구성도.2 is an engine configuration diagram of the present invention lean burn vehicle.
제3(a),(b),(c)도는 희박연소에 따른 각종 센서의 펄스 다이어그램.3 (a), (b) and (c) are pulse diagrams of various sensors according to lean burn.
제4도는 본 발명에 따른 플로우 차트.4 is a flow chart according to the present invention.
* 도면의 주요부분에 대한 부호의 설명* Explanation of symbols for main parts of the drawings
10 : 엔진 20 : 크랭크 샤프트10 engine 20 crankshaft
30 : 크랭크 포지션 센서 40 : 전자제어유니트30: crank position sensor 40: electronic control unit
50 : 수온센서50: water temperature sensor
이하 본 발명의 구체적인 실시예를 도면을 참조하여 다음과 같이 설명한다.Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.
제2도는 본 발명 희박연소차량의 엔진구성도이고, 제4도는 본 발명에 따른 플로우 차트를 나타낸 것이다.2 is an engine configuration diagram of the lean burn vehicle of the present invention, and FIG. 4 shows a flow chart according to the present invention.
도면과 같이 대역 O2센서를 제거하고, 엔진(10)의 크랭크 샤프트(20)에 크랭크 포지션 센서(30)를 장착하여 전자제어유니트(40)에 연결하며, 엔진(10)의 냉각계통에 수온센서(50)를 장착하여 전자제어유니트(40)에 연결하여 구성한다.As shown in the figure, the band O 2 sensor is removed, the crank position sensor 30 is mounted on the crankshaft 20 of the engine 10, connected to the electronic control unit 40, and the water temperature in the cooling system of the engine 10. The sensor 50 is mounted and connected to the electronic control unit 40.
제3도와 같이, 공연비를 24 : 1정도의 희박연소한계에 도달하기 직전의 공연비(기본 분사량)가 되도록 맵핑(mapping)한 다음, 이에 해당하는 연료를 분사하여 실화가 발생하는지를 크랭크 포지션 센서(30)로부터 모니터링하고, 실화가 발생하면 이전의 분사량보다 1스텝만큼의 연료를 증가시켜 분사하고, 이를 반복적으로 행한다.As shown in FIG. 3, the air-fuel ratio is mapped to the air-fuel ratio (basic injection amount) immediately before reaching the lean burn limit of about 24: 1, and then the fuel is injected to determine whether misfire occurs. ), If misfire occurs, the fuel is increased by one step from the previous injection amount and injected, and this is repeatedly performed.
또한 실화가 발생하지 않은 경우에는 이전과 같은 분사량을 유지하며, 이후 다시 실화가 발생할 경우 재차 1스텝만큼 증가된 연료를 분사한다.In the case where misfire does not occur, the same injection amount is maintained as before, and when misfire occurs again, fuel is increased by one step again.
상기의 과정을 반복함으로써 희박공연비 운전을 안정되게 행할 수 있다.By repeating the above process, lean fuel economy operation can be performed stably.
이상과 같이 본 발명은, 공연비를 24 : 1정도의 희박연소한계에 도달하기 직전의 공연비가 되도록 맵핑하고, 이에 해당하는 연료를 분사하여 크랭크 포지션 센서로부터 실화가 발생하는지에 따라 실화발생시 이전의 분사량보다 1스텝만큼의 연료를 증가시켜 분사함으로써 희박연소제어를 안정되게 행할 수 있으며, 또한 대역 O2센서를 제거함으로써 제품의 원가절감에 기여하는 효과가 있다.As described above, the present invention maps the air-fuel ratio to be the air-fuel ratio just before reaching the lean burn limit of about 24: 1, and injects the corresponding fuel to inject the previous fuel in case of misfire, depending on whether misfire occurs from the crank position sensor. By increasing and injecting fuel by one step, the lean burn control can be stably performed, and by eliminating the band O 2 sensor, it contributes to cost reduction of the product.
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Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960066897A KR100300750B1 (en) | 1996-12-17 | 1996-12-17 | Device for controlling lean burn |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960066897A KR100300750B1 (en) | 1996-12-17 | 1996-12-17 | Device for controlling lean burn |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR19980048328A KR19980048328A (en) | 1998-09-15 |
| KR100300750B1 true KR100300750B1 (en) | 2001-11-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019960066897A KR100300750B1 (en) | 1996-12-17 | 1996-12-17 | Device for controlling lean burn |
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| Country | Link |
|---|---|
| KR (1) | KR100300750B1 (en) |
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1996
- 1996-12-17 KR KR1019960066897A patent/KR100300750B1/en not_active IP Right Cessation
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| Publication number | Publication date |
|---|---|
| KR19980048328A (en) | 1998-09-15 |
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