KR101316224B1 - Method for controlling efficiency of engine ignition time - Google Patents

Abstract

The present invention relates to an engine ignition timing efficiency control method.

In order to achieve the above object, the present invention provides an engine ignition timing efficiency control method for controlling an ignition timing efficiency in accordance with whether an engine load is operated in an idling region of an automotive engine, A first step of determining whether the engine state is an idle region or a non-idle region by improving the engine performance and reducing the fuel consumption by performing the ignition timing retard correction in consideration of the ignition timing, A second step of determining whether the engine is in the cold state or the warm state and controlling the ignition timing efficiency according to whether the engine is operating in the cold state or in the warm state; And a third step of correcting the ignition timing efficiency according to the knock intensity.

As described above, the idle region and the non-idle region of the engine are separated, and the efficiency of the ignition timing is controlled according to whether or not the idle load operation is performed in the idle region. In the non-idle region, It is possible to improve the engine performance and reduce the fuel consumption.

Internal combustion engine, engine, control device, ignition timing, ECU

Description

METHOD FOR CONTROLLING EFFICIENCY OF ENGINE IGNITION TIME [0002]

More particularly, the present invention relates to an engine ignition timing efficiency control method, and more particularly, to an engine ignition timing efficiency control method for an engine ignition timing efficiency control method that divides an engine engine into an idle region and a non-idle region, The present invention relates to an engine ignition timing efficiency control method capable of improving engine performance and reducing fuel consumption by performing ignition timing retard correction in consideration of knock characteristics of respective cold state states.

Generally, an automobile includes an engine for driving and an ECU (Engin Control Unit) for controlling the engine.

In particular, the ECU calculates the ignition retard amount in the cold state by applying a function having the temperature of the engine and calculates the ignition retard amount in the warm state to control the optimum ignition timing.

Such conventional technology related to the control of the ignition timing of the automobile is disclosed in Korean Patent Publication No. 10-2007-0086023.

Korean Patent Publication No. 10-2007-0086023 attempted to optimize the performance of a cold engine by configuring a cold state ignition timing controller and a warm state ignition timing controller. However, since the knock characteristic of the cold state was not considered, the octane number Number), which is difficult to achieve the optimization of gasoline engine performance. That is, when the ignition timing is operated at a predetermined value or more, an abnormal combustion phenomenon, that is, a knock phenomenon occurs. In the conventional patent, the knock characteristics are not considered in the cold state, and the engine performance efficiency is lowered.

In addition, in the above-mentioned conventional patent, it is difficult to secure the stability of the idle region by controlling the ignition timing efficiency without considering the idle region, and in order to secure the idle region stability, the unconditional ignition timing efficiency is set low Fuel ratio is deteriorated.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above problems, and it is an object of the present invention to provide an engine control apparatus and a control method thereof, which can distinguish an idle region and a non-idle region of an automobile engine, In the non-idle region, the ignition timing retard correction is performed in consideration of the knock characteristics of the cold state states, thereby improving engine performance and reducing fuel consumption.

In order to achieve the above object, the present invention provides an engine ignition timing efficiency control method for controlling an ignition timing efficiency in accordance with whether an engine load is operated in an idling region of an automotive engine, A first step of determining whether the engine state is an idle region or a non-idle region by improving the engine performance and reducing the fuel consumption by performing the crank angle correction during ignition, A second step of determining whether the engine is in the cold state or the warm state and controlling the ignition timing efficiency according to whether the engine is in the cold state or in the warm state and in the case of the non-idle region, knock generation and knocking intensity are determined And a third step of correcting the ignition timing efficiency according to the knock intensity.

The first process is characterized in that it is determined whether the idle region is the non-idle region by setting a state in which the throttle is completely closed as a reference point.

In addition, the second step may include a step of calculating an engine torque reduction amount, which is an amount of engine torque storage amount, and an engine torque reduction duration, which is a time when the engine torque reduction amount is operated, Thereby adjusting the ignition timing efficiency.

The method may further include a fourth step of determining whether the engine is in the cold state or in the warm state after the ignition timing efficiency correction, and performing each ignition timing efficiency control.

As described above, according to the present invention, the idle region and the non-idle region of the automobile engine are separated, and the efficiency of the ignition timing is controlled according to whether or not the idle load operation is performed in the idle region. knocking characteristics are taken into consideration to improve the engine performance and reduce fuel consumption.

Hereinafter, an engine ignition timing efficiency control method according to the present invention will be described in detail with reference to FIGS. 1 to 6B.

The engine system according to the present invention includes an engine control unit (ECU) 200 for controlling the detailed configuration of the engine unit 100 and the engine unit 100, as shown in FIG.

The engine drive unit 100 includes a throttle positioner 110, a coolant sensor 120, a dynamometer 130, a knock sensor 140,

A throttle position sensor (110) reads the position value of the throttle plate and transmits it to the ECU (200).

The coolant sensor 120 senses the coolant temperature and transmits the result to the ECU 200.

The dynamometer 130 calculates the ignition timing in the cold state and the ignition timing in the warm state according to the characteristics of the gasoline engine and transmits the ignition timing to the ECU 200.

The knock sensor 140 detects a knock phenomenon, which is an abnormal combustion phenomenon generated when a fuel having a low octane number is used or when an ignition timing is operated to a set value or more, measures the knock intensity, ).

The flow load sensor 150 senses whether or not the load operation of the bogie type, that is, the operation of the bogie type, is performed, and transmits the result to the ECU 200. Here, the present invention includes an air conditioner, a cooling fan, an alternator, a blower, a power steering, an electrical load, and the like as an accessory. And a torque converter for an A / T vehicle.

The ECU 200 includes an idle region determination controller 210, a cold / warm state determination controller 220, a non-idle region ignition timing controller 230, an idle region ignition timing controller 240, A correction controller 250, and an idle region view current load controller 260. [

The idle region determination controller 210 determines the idle region according to the accelerator opening degree (degree of depression of the accelerator pedal, degree of opening of the throttle). That is, through the throttle position gauge 110, the throttle is completely closed, the value is set as a reference value, and the position system in which the throttle is completely closed changes slightly according to the operation state. And judges the degree to be the idle area. The other areas are determined as non-idle areas.

The cold / warm state determination controller 220 determines whether the coolant temperature is in the warm state when the coolant temperature exceeds 80 degrees, and determines the coolant state when the coolant temperature is 80 degrees or less, using the coolant temperature information transmitted from the coolant sensor 120. [

The non-idle region ignition timing controller 230 includes a cold non-idle state ignition timing controller 231 and a warm non-idle state ignition timing controller 232 for controlling the ignition timing in the non-idle region.

The cold non-idle state ignition timing controller 231 controls the cold state ignition timing received from the dynamometer 130 in accordance with engine revolutions per minute (RPM) and engine load in the cold state. The cold non-idle state ignition timing controller 231 sets the ignition timing efficiency to 100% (the maximum point) in the idle region in a period other than the occurrence of the knock, And when the knock occurs, the ignition timing is controlled by using the ignition timing correction value according to the knock intensity.

The warm non-idle state ignition timing controller 232 controls the warm state ignition timing received from the dynamometer 130 according to the engine RPM and the engine load in the warm state. FIG. 3 shows values used in the warm-state-state ignition timing controller 240. FIG. That is, the ignition timing indicating the maximum brake torque (MBT) is determined in consideration of the knock characteristic according to the engine speed and the engine load in the engine dynamometer. This value is input to the engine control unit (ECU), which is shown in FIG. 3 as a graph.

The idle region ignition timing controller 240 has a function of reserving the engine torque for securing the idle region stability. Here, the engine torque reduction function is a function to control the ignition timing efficiency by a certain amount from 100% (maximum point), and it is possible to increase the efficiency of the ignition timing quickly when the intake flow load is operated and to suppress the engine RPM undershoot It functions to block. Particularly, in the present invention, the engine torque reducing function is used only in the section in which the running load is operated, and in the section where the running load is not operated, the engine torque reducing function is deleted so that the ignition timing efficiency can be operated at the maximum point It is possible to reduce fuel consumption.

To this end, the idle zone ignition timing controller 240 includes a cold idle state ignition timing controller 241 and a warm idle state ignition timing controller 242. [

The cold idling state ignition timing controller 241 sets the ignition timing efficiency to the cold maximum point in the period other than the idling operation in the idle region and the ignition timing efficiency as shown in the graph of FIG. Lower. That is, the cold state ignition timing controller 230 lowers the ignition timing efficiency by setting an engine torque reserve amount for improving the idle stability at the start of the idling load operation, and when the engine torque reducing amount duration duration is completed, Is returned to the cold maximum point as shown in FIG. 6A. Here, the engine torque reduction amount is the engine torque storage amount, and the larger the engine torque storage amount is, the larger the torque compensated by the air amount becomes, and the torque to be compensated by the ignition timing becomes smaller. As a result, in order to generate the same engine torque, a larger amount of air is required and fuel efficiency deteriorates.

The idling idle state ignition timing controller 242 sets the ignition timing efficiency to 100% as shown in the graph of FIG. 4A in the period other than the idle operation in the idle region, and lowers the ignition timing efficiency as shown in the graph of FIG. 4B . That is, the ignition timing efficiency is lowered by adjusting the engine torque reduction amount in order to improve the idle stability at the initial idling operation, and the ignition timing efficiency after the completion of the engine torque reducing amount duration is returned to 100% as shown in FIG.

The knock determination and ignition timing correction controller 250 receives the knock intensity measurement value from the knock sensor 140 in the non-idle region and performs ignition timing retardation compensation in accordance with the knock intensity. When the knock intensity is increased, Setting. It also includes a function of performing knock learning according to the frequency of occurrence of the knock. Particularly, the present invention takes the knock control function into consideration not only in the warm state but also in the cold state ignition timing control, thereby enabling the engine to exhibit the optimum performance even in the cold state.

The idle region view current load controller 260 receives information on whether or not the current load operation is enabled from the current load sensor 150, determines whether or not the current load operation is enabled, and outputs the result to the idle region ignition timing controller 240 To be reflected in the ignition timing efficiency control.

Hereinafter, a method of controlling the efficiency of the engine ignition timing of the vehicle will be described in detail with reference to FIG.

First, the idle region determination controller 210 determines an idle region according to the accelerator opening (S100, S101). That is, the idle region determination controller 210 reads the value of the throttle position sensor (TPS) 110, sets the state of the throttle completely closed to the reference point angle, and adds 1.5 degrees to the reference point angle to the idle region And judges the case of exceeding the value obtained by adding 1.5 degrees to the reference point angle as the non-idle region.

In this case, the efficiency of the idle region is lowered due to the engine torque reduction to secure the idle stability according to the operation of the swing flow rather than the efficiency reduction due to the knocking. In the non-idle region, The direct combustion efficiency is lowered. In this way, the efficiency of the ignition timing of the idle region and the non-idle region is lowered, and the idle region is determined as in the above-described process S101 in order to distinguish the factors.

If it is determined to be the idle region as a result of the idle region determination in step S101, the cold / warm state determination controller 220 reads the cooling water temperature from the cooling water sensor 120 and determines whether it is in the cold state or the warm state (S102, 103) . At this time, if the cooling water temperature is 80 degrees or higher, it is determined to be warm, and if the cooling water temperature is 80 degrees or lower, it is determined to be cold.

Hereinafter, steps S104 to S109 will be described in detail with reference to the method for controlling the ignition timing of the idle region, and steps S110 to S116 will be described in detail with reference to the method for controlling the ignition timing of the idle region.

First, in the case of the warm state, the idle region view current load controller 260 determines whether or not the current flow is operated by using the received signal from the current flow load sensor 150 (S104). At this time, the ignition timing efficiency control target value in the warm state idle region is set to 100% (maximum point) as shown in FIG. 4A.

As a result of the determination in step S104, if the view flow is in operation, the actuators of the current flow are not operated but held for a while (S105). Thereafter, the engine torque reduction amount and the engine torque By adjusting the duration of the relief, the ignition timing efficiency is lowered as shown in FIG. 4B (S106). Thus, by controlling the torque reduction amount to control the ignition timing efficiency, it is possible to improve the stability of the idle region even when the engine is running. In other words, when the swing flow is activated, the RPM undershoot can occur because the load is much larger due to the static friction at the beginning, which can be prevented by controlling the efficiency of the ignition timing.

For example, since the air conditioner has a larger flow load than the blower, it is desirable to set the torque reduction amount larger than during blur driving during the operation of the air conditioner. However, it is preferable to set the ignition timing efficiency so that the ignition timing efficiency is not less than 60% when the engine torque reduction amount is adjusted in accordance with the load amount as described above. For example, 60% torque converter, 70% for ferruling, 80% for cooling fan, 80% for alternator, 80% for blur, 80% for blur, and 90% for electric air conditioner % Of the engine torque reduction amount.

On the other hand, the engine torque reduction duration is set to about 1.0 to 1.5 seconds for all the flow loads, and the ignition timing efficiency is about 1.5 seconds when the ignition timing efficiency is about 70% It is desirable to set the time. At this time, the engine torque reduction duration means the time at which the engine torque reduction amount is operated.

Then, when the set engine torque reduction duration has elapsed, the idle region view current load controller 270 commands the operation of the swing current actuator that has temporarily suspended operation (S107). When the swing current actuator starts to operate And performs control according to the static engine torque according to the current flow.

Then, the idle region view current load controller 260 raises the ignition timing efficiency to the maximum point 100% as shown in FIG. 4A (S108).

On the other hand, if it is determined in step S103 that the coolant temperature is in the cold state of less than 80 degrees, the cold idling state ignition timing controller 241 sets the ignition timing efficiency to a value smaller than 100% (maximum point) (S110). That is, the ignition timing efficiency target value is set differently according to the cooling water temperature, and the cold state ignition timing controller 230 is set higher as the cooling water temperature is higher. The ignition timing efficiency according to the cooling water temperature is shown in the graph of FIG.

Hereinafter, the processes S111 to S115 are the same as the processes S104 to S108 in the warm state, so a detailed description thereof will be omitted. However, in the case of the cold state of the idle region in the step S113, when setting the engine torque reduction amount for the ignition timing efficiency control, the cold maximum point is set differently according to the cooling water temperature and the ignition timing efficiency is not less than 50%. An example of engine torque reduction is air conditioning with an ignition timing efficiency of about 50%, a torque converter of 60%, a power stering of about 60%, a cooling fan of about 70%, an alternator of about 70%, a blower of 70% It is preferable to set the engine torque reduction amount so that the electric load becomes about 80%. Also, in the cold state of the idle region, the engine torque reduction duration is set to about 1.5 to 2.0 seconds for all loads, and about 2.0 seconds if the ignition timing efficiency is 60% or less, and about 1.5 seconds if the ignition timing efficiency is 60% Setting.

On the other hand, if it is determined in step S101 that the non-idle region is the non-idle region, the knock determination and ignition timing correction controller 250 receives the knock information from the knock sensor 140 (S117) (S118).

At this time, the knock determination and ignition timing correction controller 250 compares the signal value input from the knock sensor 140 with a previously set threshold value, and outputs the signal value input from the knock sensor 140 to the threshold value If it is larger than the hold value, it is judged that the knock has occurred.

Next, the knock determination and ignition timing correction controller 250 divides the knock intensity into three levels. If the knock intensity value of the signal input from the knock sensor 140 is twice or less than the set threshold value, the weak intensity If the knock intensity value is more than four times the set threshold value, it is determined that the knock intensity value is 2 to 4 times the set threshold value. If the knock intensity value is more than four times the set threshold value, And judges the intensity thereof (S119).

Thereafter, the knock determination and ignition timing correction controller 250 sets the ignition timing retard correction amount in accordance with the knock intensity (S120). That is, when the knock determination and ignition timing correction controller 250 determines that the knock is of weak intensity, the ignition timing is perceived by about 1 degree, when the knock of the general strength is perceived by about 3 degrees, Conduct.

Then, the cold / warm condition determination controller 220 receives the cooling water temperature information signal from the cooling water sensor 120 and determines that the cooling water temperature is in the cold state if the cooling water temperature is lower than 80 degrees.

Thereafter, in the cold state, the ignition timing is controlled by the cold non-idle state ignition timing controller 231 (S123). In the warm state, the ignition timing is controlled by the warm non-idle state ignition timing controller 232 (S124).

1 is a schematic structural view of an engine system according to an embodiment of the present invention;

2 is a flowchart showing an engine ignition timing efficiency control method of an ECU according to an embodiment of the present invention.

3 is a graph showing values used in the warm state ignition timing controller according to the present invention.

FIG. 4A is a graph showing the ignition timing efficiency of the warmed-up idle region according to the amount of retarded ignition timing in the absence of a viscous load.

FIG. 4B is a graph showing the ignition timing efficiency of the warmed-up idle region according to the retarded amount of ignition timing at the time of occurrence of the overhead load.

5 is a graph showing the ignition timing efficiency according to the cooling water temperature.

FIG. 6A is a graph showing the ignition timing efficiency of the cold state idle region according to the amount of ignition timing retardation in the absence of a viscous load. FIG.

6B is a graph showing the ignition timing efficiency of the cold state idle region according to the ignition timing retard amount at the time of generation of the viscous flow load.

Description of the Related Art [0002]

100: engine 110: throttle position system (TPS)

120: Cooling water sensor 130: Dynamometer

140: knock sensor 150: view current load sensor

200: Engine control unit (ECU) 210: Idle region determination controller

220: Cool / warm condition determination controller 230: Non-idle region ignition timing controller

231: Cold non-idle state ignition timing controller

232: warm non-idle state ignition timing controller

240: idle region ignition timing controller

241: Cold idle state ignition timing controller

242: warm idle state ignition timing controller

250: knock determination and ignition timing correction controller

260: View the idle region Flow Load Controller

Claims (4)

A first step of determining whether an engine state is an idle region or a non-idle region; A second step of determining whether the vehicle is in a cold state or a warm state in the case of the idle region; A third step of controlling the ignition timing efficiency in accordance with whether the engine is operating in a warm state in the idle region; A fourth step of controlling the ignition timing efficiency according to whether or not the ignition timing efficiency is lowered when the engine is cold in the idle region; And A fifth step of controlling the ignition timing according to the state between cold and hot after correcting the ignition timing efficiency according to the knock intensity by determining knock occurrence and knock intensity in the case of the non-idle region; The engine ignition timing efficiency control method comprising: The method according to claim 1, And determining whether the throttle is the idle region or the non-idle region by setting a state in which the throttle is completely closed as a reference point. 2. The method of claim 1, The ignition timing efficiency is controlled by controlling the amount of engine torque reserve, which is the amount of engine torque conservation, and the duration of the engine torque relief, which is the time during which the engine torque reduction amount is operated, Wherein the engine ignition timing is controlled based on the engine ignition timing. The method according to claim 1, In the third step, Stopping the operation of the stepping motor and lowering the ignition timing efficiency when the stepping motor is in operation; And restarting the operation of the ignition timing to maximize the efficiency of the ignition timing.

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