KR101180804B1 - Mehtod for control fuel injection of gasoline plasma system engine - Google Patents

Mehtod for control fuel injection of gasoline plasma system engine Download PDF

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KR101180804B1
KR101180804B1 KR1020060115440A KR20060115440A KR101180804B1 KR 101180804 B1 KR101180804 B1 KR 101180804B1 KR 1020060115440 A KR1020060115440 A KR 1020060115440A KR 20060115440 A KR20060115440 A KR 20060115440A KR 101180804 B1 KR101180804 B1 KR 101180804B1
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gasoline
reformed gas
flow rate
fuel injection
fuel
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KR1020060115440A
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Korean (ko)
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KR20080046024A (en
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김현수
목종수
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현대자동차주식회사
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/06Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/04Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
    • F02M27/042Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism by plasma
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • Y02T10/44Engine management systems controlling fuel supply

Abstract

The present invention relates to a fuel injection control method for a gasoline plasma system engine, and is a control technology for reducing exhaust gas in an initial cold start section, which is considered to be the weakest point of a gasoline system, and considers characteristics of syngas generated by reforming gasoline. In addition, considering the characteristics of the plasma reformer, it is possible to shorten the activation time of the exhaust gas reducing device (ie CCC or UCC) as much as possible, and also to activate the starting safety and the exhaust gas reducing device due to the fuel rich injection of the gasoline vehicle that is currently adopted. The present invention aims to provide a method of controlling fuel injection of a gasoline plasma system engine that can minimize the amount of precious metal in the catalyst and maximize the utilization of the plasma reformer mounting system.
Gasoline, reformed gas, plasma, fuel injection, control method

Description

Method for control fuel injection of gasoline plasma system engine {Mehtod for control fuel injection of gasoline plasma system engine}

1 is a graph showing emissions per second of a gasoline vehicle,

2 is a schematic diagram of a gasoline plasma reformer system,

3 is a schematic diagram illustrating a gasoline plasma reformer post-treatment enhancing system,

4 is a schematic diagram showing a gasoline-EGR plasma reformer complex mixed combustion system,

5 is a graph showing the FTP-75 exhaust regulation mode;

6 is a flow chart illustrating a fuel injection control method for a gasoline plasma system engine according to the present invention, and a fuel injection control method for initial start-up;

7 is a flowchart illustrating a fuel injection control method for a gasoline plasma system engine according to the present invention, the fuel injection control method during cold start;

8 is a schematic view showing a calibration map of an existing gasoline system used in the fuel injection control method of the gasoline plasma system engine according to the present invention.

The present invention relates to a fuel injection control method for a gasoline plasma system engine, and more particularly, as a control technology for reducing exhaust gas in an initial cold start section, which is considered to be the biggest weakness of the current gasoline system, and syngas generated by reforming gasoline. The fuel injection control method of the gasoline plasma system engine which makes it possible to reduce the activation time of the exhaust gas reduction device (ie CCC or UCC) as much as possible in consideration of the characteristics of the plasma reformer.

Hydrocarbon emissions in the initial cold start zone, the biggest weakness of existing gasoline engine systems, currently account for 80-90% of the total emissions of the Statutory Cycle (ie FTP-75) of North American emissions regulation (see Figure 1). ).

This is because the fuel is injected in a condition richer than the equivalent ratio in order to ensure the combustion stability of the initial cold start.

In addition, the time for activation of the three-way catalyst is about 10 to 20 seconds, and the exhaust emission during this time period is hardly purified by the closed-coupled converter (CCC), which reduces the amount of precious metal of the closed-coupled converter (CCC). In the end, it is a major cause of cost hikes.

By implementing gasoline / synthetic gas mixed combustion, it can have a great effect on fuel efficiency, combustion area expansion, engine efficiency, and exhaust gas reduction, and to produce syngas by reforming gasoline fuel to minimize the structural change of the vehicle. The mass production of the technology is expected to be reached in the near future.

In particular, it focuses on the development of gasoline / syngas engine systems to maximize the emission reduction effect and ultimately reduce the cost of the exhaust system by eliminating the closed-coupled converter (CCC).

Among the fuel reformers, plasma-based reformers have received much attention because of their fast response and comparable development without the need for additional reforming of other fuels. The efficiency is also superior to other reformers.

To date, the development of gasoline / syngas mixed combustion engine systems has been tailored to the combination and optimization of the systems.

The gasoline / syngas mixture system takes about 5% of the fuel calorific value from the reformer and about 15% of the fuel calorific value in the Partial Oxidation Reaction.

The reduction in energy efficiency is attempted to minimize the development of various systems derived from the basic diagram (see FIG. 2).

In addition to the system combination for strengthening the aftertreatment system as shown in FIG. 3, the EGR device is used to increase system efficiency due to minimizing thermal loss and simplifying the auxiliary device (see FIG. 4).

Sectional control method in the syngas and hydrogen mixed combustion gasoline system currently under development is dependent on the existing gasoline engine control method, and the addition of a second fuel such as syngas as well as gasoline, simply reducing the amount of gasoline fuel and corresponding 2 Fuel is added.

The gasoline mixed combustion plasma system that has been developed so far is dependent on the performance development in steady state conditions and adopts a control method that excludes the section characteristics.

The current development of gasoline / synthetic gas system is to optimize by hardware combination. As there is no mass production system up to now, it is trying to optimize the hardware components and thereby maximize the system efficiency.

However, as mentioned earlier, a 15% reduction in fuel calorie energy cannot be coped with by the optimization of the hardware configuration as gasoline is converted into syngas through the reformer.

Fuel deterioration of about 2 to 10% compared to the existing gasoline engine system can also be attributed to the loss of gasoline reforming process, and also to reduce the energy loss from the hardware combination to the optimal combination (for example, see FIG. 3). This is a passive method and may cause adverse conditions caused by actual vehicle driving conditions.

In particular, the system under development up to now is limited to the reduction of exhaust gas by the synthesis gas mixed combustion in the steady state section.

In other words, the transient state (transient state), which is every section of the actual vehicle, is excluded from the state effect of the system.

After all, the basic characteristics of gasoline / synthetic gas mixed combustion have been studied and developed into the system, but the technology to cope with the actual vehicle and transient state has not been developed. In particular, no strategic technology development considering the exhaust characteristics of each section of the dynamic statutory cycle (see FIG. 5) has not been made.

The present invention has been made in view of the above, as a control technology for reducing the exhaust gas of the initial cold start section, which seems to be the largest vulnerability of the current gasoline system, considering the characteristics of the synthesis gas generated by reforming gasoline, Taking into account the characteristics of the plasma reformer, it is possible to minimize the activation time of the exhaust gas reducing device (ie CCC or UCC) as much as possible, and also to reduce the starting safety and the exhaust gas reducing device activation time due to the fuel rich injection of the currently adopted gasoline vehicle. It is possible to minimize the amount of precious metals in the catalyst, and to provide a fuel injection control method for a gasoline plasma system engine that can maximize the utilization of the plasma reformer mounting system.

One embodiment of the present invention for achieving the above object is a fuel injection control method for the initial starting section of the engine behavior section, the reformer activation time and the gas reforming gasoline replacement in the map-based control Calculating a flow rate in terms of calorific value to determine a substantial reformed gas flow rate; Determining the injection amount by comparing the gasoline and reformed gas injector mounting position and the flow rate of each fuel for synchronizing the injection timing of the gasoline and reformed gas injector and reflecting the correction value in the injection timing control; And determining the injection timing by reflecting the correction value.

Another embodiment of the present invention for achieving the above object is a fuel injection control method for the cooling start section after the initial starting section of the engine behavior section, the step of setting the equivalent ratio for the gasoline flow rate and the reformed gas flow rate; After setting the equivalence ratio, determining a flow rate of gasoline and reformed gas; Determining the injection amount by comparing the gasoline and reformed gas injector mounting position and the flow rate of each fuel for synchronizing the injection timing of the gasoline and reformed gas injector and reflecting the correction value in the injection timing control; Determining the injection timing by reflecting the correction value; After the confirmation of the equivalence ratio using the feedback (feedback) control, characterized in that consisting of a correction step of determining the flow rate of the reformed gas.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The reformed gas injection results in two fuels for the engine's fuel injection system.

This is not only a simple proportional flow rate, but also a control scheme that depends on the engine behavior section, for example, initial cold start.

Basically, the engine behavior section can be divided into three sections as follows.

First is the initial start-up interval.

It is a section in which the engine starts, and the time is very short and it is about 1 to 2 seconds, but it has a component capable of emitting a huge amount of exhaust gas.

Second is the cold start section.

After starting, the engine is stabilized and it takes about 2 ~ 5 seconds.

Finally, there are children and partial load sections, which can be said to be almost all sections as shown in FIG.

According to the present invention, the control section applied for reducing the exhaust gas during the initial engine behavior is the initial starting section and the cold starting section mentioned above.

Subsequent idle or partial load sections have already been activated and the existing exhaust gas abatement system has already been activated, resulting in very little exhaust gas to the atmosphere.

The initial starting section according to the present invention is controlled as follows.

6 is a flowchart illustrating an initial fuel injection control method according to the present invention.

The actual reformed gas flow rate is determined by calculating the reformer activation time and the reformed gas flow rate of gasoline replacement in terms of calories in the existing map-based control.

As shown in FIG. 5, the heat exchange rate of the fuel may be set using the calorific value of the fuel.

In addition, in order to synchronize the injector injection timing, a correction value is added to the existing injection timing control in preparation for the injector mounting position and flow rate.

This is to save the characteristics that can reduce the amount of hydrocarbons and nitrogen oxides by increasing the amount of reformed gas, and to prevent the degradation and backfire when the injection timing is not synchronized.

At this time, when the amount of reformed gas is adjusted through calibration, a simple constant adjustment is possible, thereby reducing the calibration time.

Here, a calculation example for the initial start section control according to the present invention will be described.

8 is a calibration map of an existing gasoline system.

The map is a function function, the formula consists of f = (rpm, Tco), and Tco is the coolant temperature.

here,

Figure 112006085404641-pat00001
----- Equation (1)

Equation (1) above

Figure 112006085404641-pat00002
Assume that the input value is X% reformed gas.

In addition, reformed gas

Figure 112006085404641-pat00003
Calculated by

here,

Figure 112006085404641-pat00004
to be.

Stomach

Figure 112006085404641-pat00005
Finally, it is summarized as --- (Equation 2)

Final injection amount of injector

Figure 112006085404641-pat00006
In the existing calibration map data
Figure 112006085404641-pat00007
And alternative reforming gases
Figure 112006085404641-pat00008
Since the value can be known, the injector injection amount in the initial starting section can be obtained from the final equation (2).

Cold start control according to the present invention is made as follows.

7 is a flowchart illustrating a cold start control method according to the present invention.

Cold start control, unlike the initial start-up control the injection amount using the equivalence ratio control.

This is to adopt such a control scheme to implement fuel efficiency optimization by excluding the start-up stability required in the initial start-up.

In addition to optimizing fuel economy, it can lead to an increase in exhaust gas temperature due to reformed gas injection, which can shorten the activation of the exhaust gas purification device and reduce the amount of precious metals, resulting in cost reduction.

In addition, after setting the equivalent ratio, the gasoline and reformed gas flow rate is set, and then by configuring a system for correcting after confirming the equivalent ratio by using feedback control (feedback), it is possible to prevent the error of the formula.

Here, a calculation example for cold start control according to the present invention will be described.

The equivalence ratio

Figure 112006085404641-pat00009
------(One)

Where the gasoline equivalent ratio is:

Figure 112006085404641-pat00010
------(2)

Reforming gas equivalent ratio is:

Figure 112006085404641-pat00011
-------- (3)

cf)

Figure 112006085404641-pat00012

Gasoline flow rate when calculating the equivalence ratio:

Figure 112006085404641-pat00013

Equivalence Ratio Calculators Reforming Gas Flow:

Figure 112006085404641-pat00014

The above equation determines the total equivalence ratio and thus the flow rate.

In the case of feedback control, the calculation method is as follows.

Reforming gas flow rate:

Figure 112006085404641-pat00015

Total calories:

Figure 112006085404641-pat00016
-----(4)

Total flow rate is

Figure 112006085404641-pat00017
Calculated as

The total heat of reformed gas is

Figure 112006085404641-pat00018
.

Based on the above equations, the flow rate of the reformed gas is determined to provide feedback control.

As described above, according to the fuel injection control method of the gasoline plasma system engine according to the present invention, by controlling the engine fuel injection in the initial start section and cold start section using the existing map-based control and the equivalent ratio, the gasoline plasma reformer When applied to the system, it is possible to reduce the exhaust gas emission from the initial cold start by up to 50 ~ 80%, and to activate the initial exhaust gas reduction device, and consequently to cope with the next exhaust gas regulation. In addition, it can promote the development of environmentally friendly vehicles.

Claims (2)

  1. In the fuel injection control method for the initial starting section of the engine behavior section,
    Determining a substantial reformed gas flow rate by converting the reformer activation time and the reformed gas flow rate of gasoline replacement into calories based on the map-based control;
    Determining the injection amount by comparing the gasoline and reformed gas injector mounting position and the flow rate of each fuel for synchronizing the injection timing of the gasoline and reformed gas injector and reflecting the correction value in the injection timing control;
    The fuel injection control method of the gasoline plasma system engine, characterized in that for determining the injection timing reflecting the correction value.
  2. In the fuel injection control method for the cooling start section after the initial starting section of the engine behavior section,
    Setting an equivalent ratio for the gasoline flow rate and the reformed gas flow rate;
    After setting the equivalence ratio, determining a flow rate of gasoline and reformed gas;
    Determining the injection amount by comparing the gasoline and reformed gas injector mounting position and the flow rate of each fuel for synchronizing the injection timing of the gasoline and reformed gas injector and reflecting the correction value in the injection timing control;
    Determining the injection timing by reflecting the correction value;
    A fuel injection control method of a gasoline plasma system engine, characterized in that the correction step of determining the flow rate of the reformed gas after checking the equivalence ratio by using feedback control.
KR1020060115440A 2006-11-21 2006-11-21 Mehtod for control fuel injection of gasoline plasma system engine KR101180804B1 (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002061556A (en) 2000-08-22 2002-02-28 Shigeru Nagano Gasoline engine
US6606855B1 (en) 1999-06-08 2003-08-19 Bechtel Bwxt Idaho, Llc Plasma reforming and partial oxidation of hydrocarbon fuel vapor to produce synthesis gas and/or hydrogen gas

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6606855B1 (en) 1999-06-08 2003-08-19 Bechtel Bwxt Idaho, Llc Plasma reforming and partial oxidation of hydrocarbon fuel vapor to produce synthesis gas and/or hydrogen gas
JP2002061556A (en) 2000-08-22 2002-02-28 Shigeru Nagano Gasoline engine

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