KR102552088B1 - Method for Covering Engine Full Region Based on Injector Static Flow Deviation Correction and Gasoline Direct Injection Engine System thereof - Google Patents

Abstract

In the injector static flow rate deviation correction method applied to the direct injection engine system of the present invention, the fuel correction controller is a high-pressure fuel pump ( 40) to partially turn off the pumping pulse to try to solve the detection invalid condition, and then control the fuel amount correction for the pressure drop of the unit according to the impossibility of solving the invalid condition for detection and the rail pressure drop fuel amount correction control according to the cancellation of the detection invalid condition Characteristics corresponding to the rail pressure drop in all sections of the engine including the high flow area by covering the detection invalid judgment condition, which makes it difficult to detect the static flow rate deviation of the injector 20, by fuel correction of the RIG data have

Description

Method for Covering Engine Full Region Based on Injector Static Flow Deviation Correction and Gasoline Direct Injection Engine System

The present invention relates to an injector static flow rate deviation correction control, and more particularly, to a direct injection engine system in which an injector static flow rate deviation correction is performed for the entire engine region by supplementing a condition for determining invalidity of detecting a rail pressure variation amount.

In general, a direct injection engine that supplies fuel directly injected into a combustion chamber to a low pressure pump and a high pressure pump (hereinafter referred to as a GDI engine (Gasoline Direct Injection Engine)) requires minimization of injector deviation between multiple cylinders.

In the GDI engine, as an example for minimizing the injector deviation between cylinders, there is a static flow rate deviation detection control of the injector. The static flow rate deviation detection control is a method in which a drop in rail pressure generated when an injector is injected is detected as a sensing time point, and the rail pressure drop fuel amount is corrected by converting it into a fuel amount.

Therefore, the static flow rate deviation detection control makes it possible to estimate the injection flow rate based on the fuel pressure drop during injector injection, so that the GDI engine can be operated to minimize engine performance deviation, exhaust gas, fuel economy deviation, and the like.

Domestic registered patent 10-1806361-0000 (2017.12.01)

However, the static flow rate deviation detection control applies a detection exclusion determination condition (or a detection invalid condition) in which correction of the static flow rate deviation of the rail pressure drop fuel amount is not performed due to difficulty in detecting the static flow rate deviation.

As an example of the detection exclusion determination condition (or detection invalid condition), the injection command pulse and the FCV (Flow Control Valve) driving pulse for rail fuel flow control overlap (heterogeneous pulse overlap), the FCV driving pulse is the measurement window (Measurement window), the injection command pulse overlaps another injection command pulse (homogeneous pulse overlap), the measurement window in the rail pressure is different from the measurement window ) and an overlapping state (measurement window overlapping).

As a result, the GDI engine inevitably has some operating areas in which the static flow rate deviation is not corrected out of the entire operating range. It has no choice but to act as one cause of difficulty.

Therefore, in view of the above, the present invention blocks the entry of the detection invalid determination condition, which is difficult to detect the static flow rate deviation of the injector, by controlling the pumping pulse of the high pressure fuel pump, and in particular, detects invalid determination that cannot be covered by the pumping pulse control. By replacing the rail pressure drop fuel amount correction with the individual pressure drop fuel amount correction to which the unique fuel pressure drop of the single unit (i.e., injector) is applied, learning correction through static flow rate deviation detection control can be achieved in all sections of the engine including the high flow area. An object of the present invention is to provide a method for compensating static flow rate deviation of an injector covering the entire engine area and a direct injection engine system.

In order to achieve the above object, in the injector static flow rate deviation correction method of the present invention, when a rail pressure drop due to fuel injection of an injector is detected by a fuel correction controller, the high-pressure fuel pump control attempts to solve the invalid detection condition. It is characterized in that the learning condition entry possibility control is included.

As a preferred embodiment, the rail pressure drop is determined as a rail pressure drop when a threshold is applied and greater than the threshold.

As a preferred embodiment, the control of the possibility of entering the learning condition is performed by setting the detection invalid condition following the confirmation of the detection time of the rail pressure drop, and then determining the detection invalid condition with the occurrence of pulse overlap or measurement window overlap as a satisfaction condition, high pressure The step of controlling the high-pressure fuel pump using the pumping pulse of the fuel pump, the step of re-determining the invalid detection condition by using the pulse overlapping or the overlapping of the measurement window as a repeated satisfaction condition, repeating the satisfaction condition in the re-determination of the detection invalid condition , a control switching step is performed in which unit pressure drop fuel amount correction control is performed, whereas rail pressure drop fuel amount correction control is performed when it is not a repetitive satisfaction condition.

As a preferred embodiment, the setting of the detection invalid condition sets COUNT to 0. The pumping pulse of the high-pressure fuel pump is partially turned off for a plurality of cylinders of the engine when controlling the high-pressure fuel pump.

As a preferred embodiment, before re-determination of the sensing invalid condition is performed, the setting of the sensing invalid condition is switched to the sensing invalid condition checking, and the sensing invalid condition checking sets COUNT to 1. Before the unit pressure drop fuel amount correction control is performed, the setting of the detection invalid condition is switched to the detection invalid condition determination, and the detection invalid condition determination sets COUNT to 2.

As a preferred embodiment, in the unit pressure drop fuel amount correction control, fuel correction is performed for the rail pressure drop amount by replacing the rig data by the rig test of the fuel supply device.

As a preferred embodiment, in the rail pressure drop fuel amount correction control, fuel correction for the rail pressure drop amount is performed by the drop amount detected by the high-pressure fuel pump control. The execution of the rail pressure drop fuel amount correction control includes a case where the detection invalid condition is not satisfied.

In addition, the direct injection engine system of the present invention for achieving the above object partially turns off the pumping pulse of the high-pressure fuel pump for a rail pressure drop greater than a threshold due to fuel injection from the injector. After attempting to solve the detection invalid condition, the fuel correction controller is transferred to the individual pressure drop fuel amount correction control according to the impossibility of resolving the detection invalid condition and the rail pressure drop fuel amount correction control according to the detection invalid condition resolution. to be

As a preferred embodiment, the fuel correction controller is provided with a unit pressure correction map, and the unit pressure drop value of the rig data by the rig test of the fuel supply device is established in the unit pressure correction map to be used in the unit pressure drop fuel amount correction control. And, the unit drop value is applied to fuel correction by substituting the rail pressure drop value.

The injector static flow rate deviation correction method applied to the GDI engine of the present invention covers the entire engine area, and the following actions and effects are implemented by using the GDI high-pressure pump.

First, the pumping pulse of the GDI high-pressure pump is partially turned off to block entry into the detection invalid determination condition, thereby detecting and correcting the amount of rail pressure drop requiring correction. Second, by replacing the amount of fuel pressure drop with a single item (ie, injector) confirmed in the entire system, learning correction proceeds even under detection invalid determination conditions that cannot be covered by partial pumping pulse off. Third, it is possible to detect and correct the rail pressure drop in all sections of the engine by using the detection invalid determination entry blocking method and the alternative method after entry. Fourth, by minimizing the injector deviation between cylinders through the static flow rate deviation detection control, engine performance deviation minimization, emission gas emission minimization, and fuel efficiency deviation minimization are substantially achieved. Fifth, the effect of reducing post-processing material costs is achieved through substantial optimization of engine system performance.

1 is a flowchart of a method for correcting static flow rate deviation correction of an injector covering the entire engine area according to the present invention, and FIG. 2 is a configuration example of a direct injection engine system in which static flow rate deviation correction is performed for an injector covering the entire engine area according to the present invention. 3 is an example of a detection invalid condition according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying exemplary drawings, and since these embodiments can be implemented in various different forms by those skilled in the art as an example, the description herein It is not limited to the embodiment of

Referring to FIG. 1, the injector static flow rate deviation correction method for the entire engine region is a single unit pressure drop fuel amount correction control (S60 to S100, S200) in which the learning condition cannot be entered for the fuel injection amount deviation of the injector between the cylinders of the GDI engine. It is divided into rail pressure drop fuel amount correction control (S60 ~ S90, S300) at learning condition entry.

Therefore, the injector static flow rate deviation correction method for the entire engine region eliminates detection invalidation such as heterogeneous pulse overlapping, pulse/measurement window overlapping, homogeneous pulse overlapping, measurement window overlapping, etc. Detection and correction are possible in all sections of As a result, since the injector static flow rate deviation correction method for the entire engine region can minimize the injector deviation between cylinders, it is possible to achieve an effect of reducing post-processing material cost along with minimizing engine performance deviation, emission gas emission minimization, fuel efficiency deviation minimization.

Referring to FIG. 2 , the direct injection engine system 1 includes an engine 10, an injector 20, a pump driving cam 30, a high-pressure fuel pump 40, and a fuel correction controller 50.

For example, the engine 10 is a GDI engine (Gasoline Direct Injection Engine), and the injector 20 supplies fuel to the cylinder 10-1 (eg, 4-cylinder) of the engine 10 using a high-pressure pump and a low-pressure pump. injection, and the pump driving cam 30 interlocks with the high-pressure fuel pump 40 through the cam knob 30-1 while controlling the opening and closing of the intake valve (and exhaust valve). When the pump driving cam 30 rotates, the high-pressure fuel pump 40 interlocks with the cam knob 30-1 to generate high-pressure rail pressure connected to the injector 20. Therefore, the engine 10, the injector 20, the pump driving cam 30, and the high-pressure fuel pump 40 are typical components of the direct injection engine system 1.

For example, the fuel correction controller 50 outputs a pumping pulse and a flow control valve (FCV) driving pulse of the high-pressure fuel pump 40 . To this end, the fuel correction controller 50 includes a data input unit 50-1 into which data indicating the drop in rail pressure is input, and a single unit pressure correction map 50-2 for correcting the fuel amount in an invalid determination condition unsolvable condition, and A rail pressure correction map 50-3 is provided for correcting the amount of fuel in the condition of canceling the invalid determination condition.

Hereinafter, a method for compensating the injector static flow rate deviation for the entire engine region will be described in detail with reference to FIGS. 2 and 3 . In this case, the control subject is the fuel correction controller 50, and the control objects are the fuel pump 40 and the injector 20.

The injector static flow rate deviation correction method for the entire engine region checks the detection time according to the drop of the rail pressure during engine operation as the learning condition suppression time control (S10-S50), and enters the learning condition using the high-pressure fuel pump. If the detection invalid condition cannot be resolved by the possibility control (S60 to S100), the unit pressure drop fuel amount correction control (S200) is performed, or if the detection invalid condition is resolved, the rail pressure drop fuel amount correction control (S300) is performed, and this process It continues until the engine stops (S400).

The fuel correction controller 50 uses the learning condition suppression timing control (S10-S50) in the injector injection detection step according to engine operation in S10, the rail pressure detection step in S20, the rail pressure drop amount determination step in S30, and the detection time confirmation step in S40. , It is performed in the detection invalid condition setting step of S50.

Referring to FIG. 2 , the fuel correction controller 50 determines the engine speed of the engine 10, the on/off of the injector 20, the rail pressure and pulse, and the measurement window for detecting injector injection according to engine operation (S10). The detection invalid condition is detected in the data input unit 50-1, and the rail pressure is read for rail pressure detection (S20), and the rail pressure drop is determined (S30), and according to the result, the lane pressure detection step (S20) is performed. It returns or enters the detection invalid condition setting step (S50) following the detection time confirmation (S40).

For example, the rail pressure drop determination (S30) is performed by the fuel correction controller 50 applying the rail pressure drop determination equation.

Rail pressure drop judgment formula: Rail pressure drop > A

Here, the “rail pressure drop” is the drop detected by the rail pressure drop that occurs after the injector 20 is injected while the engine 10 is running, and “A” is the injector deviation between the cylinders 10-1. As the threshold of , it is different depending on the engine type and injector specification, so it is not limited to a specific value.

As a result, if the rail pressure drop is smaller than the threshold value (A), the lane pressure detection (S20) is continued, whereas if the rail pressure drop is a large value, the sensing invalid condition setting step (S50) is entered following the detection time confirmation (S40).

For example, the setting of the detection invalid condition (S50) is performed by the fuel correction controller 50 applying a count (COUNT).

Set detection invalid condition: COUNT = 0

Here, “COUNT = 0” means the confirmation status for “Rail pressure drop > A”.

Thereafter, the fuel correction controller 50 performs the learning condition entry possibility control (S60 to S90) in the detection invalid condition determination step of S60, the high-pressure fuel pump control in S70, the detection invalid condition confirmation step in S80, and the detection invalid condition re-determination in S90. do it in stages

For example, the detection invalid condition determination (S60) is performed by the fuel correction controller 50 detecting pulse overlapping and window overlapping. 3 is an example of adjacent or overlapping (A) between pulses showing overlapping pulses and adjacent or overlapping (B) between windows showing window overlapping, these A and B are injection command pulses (pulse) and FCV (Flow Flow) for rail fuel flow control Control Valve) drive pulse overlap (heterogeneous pulse overlap), FCV drive pulse overlap measurement window (pulse/measurement window overlap), injection command pulse overlap another injection command pulse (homogeneous pulse overlap) ), and the state in which the measurement window overlaps with other measurement windows in the rail pressure (measurement window overlapping).

For example, the high-pressure fuel pump control (S70) is entered when the fuel correction controller 50 detects the proximity or overlap between pulses (A) and the proximity or overlap between windows (B). Referring to FIG. 2 , the fuel correction controller 50 partially turns off the pumping pulse of the high-pressure fuel pump 40 . Specifically, when the cylinder 10-1 of the engine 10 is 4 cylinders (#1, #2, #3, #4), injection for cylinder #1, cylinder #2, cylinder #3, and cylinder #4 is performed. Cam knobs #1 and #3 are matched with cam knob #1, cam knob #2, cam knob #3, and cam knob #4, respectively. It is a method of detecting and correcting after turning off, and then sensing and correcting after turning off cam knobs #2 and #4.

For example, the detection invalid condition check (S80) is performed by the fuel correction controller 50 applying a count (COUNT).

Check invalid detection conditions: COUNT = 1

Here, "COUNT = 1" means a confirmation state for "application of partial pumping pulse off of the pressure fuel pump 40".

For example, the detection invalid condition re-determination (S90) is performed by the fuel correction controller 50 detecting the proximity or overlap between pulses (A) and the proximity or overlap between windows (B). Therefore, the detection invalid condition re-determination (S90) is the same as the previous sensing invalid condition determination (S60). This is because the partial pumping pulse off in the high-pressure fuel pump control (S70) is to solve the invalid detection conditions due to overlapping pulses and overlapping windows.

Subsequently, the fuel correction controller 50 performs single-unit pressure drop fuel amount correction control of S200 or rail pressure drop fuel amount correction control of S300 through re-determination of the detection invalid condition (S90).

For example, in the unit pressure drop fuel amount correction control (S200), in the detection invalid condition re-determination (S90), adjacency or overlap between pulses (A) and adjacency or overlap (B) between windows are detected, so the detection invalid condition cannot be resolved. It is performed following the detection invalid condition determination (S100). In this case, the detection invalid condition determination (S100) is performed by applying the count (COUNT) by the fuel correction controller 50.

Detection invalid condition confirmed: COUNT = 2

Here, “COUNT = 2” means the confirmation status of “adjacent or overlapping (A) between pulses and adjacent or overlapping (B) between windows after applying partial pumping pulse off of the pressure fuel pump 40”.

Referring to FIG. 2, the fuel correction controller 50 applies the single-unit pressure correction map 50-2 to the single-unit pressure drop fuel amount correction control (S200), and the single-unit pressure correction map 50-2 has constant speed. Unit drop rate provided as RIG data by testing on a system bench such as a RIG Test device of a Fuel Injection Equipment (FIE) that measures the amount of fuel injection and injection characteristics in a state of rotation speed The fuel correction amount through matching the value (eg, injector, high-pressure fuel pump, high-pressure rail, etc.) and the amount of rail pressure drop is established as a table. As a result, the unit pressure drop fuel amount correction control (S200) is in a state where the learning condition cannot be entered without resolving the invalid determination condition even with the high-pressure fuel pump control, so the drop value of the unit confirmed on the system bench replaces the rail pressure drop amount for learning. correction is made

Therefore, in the case of entering the rail pressure drop detection invalid determination, the individual pressure drop fuel amount correction control (S200) corresponds to the detection invalid determination condition even with the partial off control of the high pressure fuel pump 40, and thus the learning condition Even if it does not enter , learning correction may be performed by substituting the drop amount with the drop value confirmed in the system bench of a single product.

For example, the rail pressure drop fuel amount correction control (S300) is in a state of resolving the detection invalid condition in which adjacent or overlapping (A) between pulses and adjacent or overlapping (B) between windows are not detected in the re-determination of the detection invalid condition (S90). performed immediately In particular, the rail pressure drop fuel amount correction control (S300) is performed immediately even when the adjacent or overlapping (A) between pulses or the adjacent or overlapping (B) between windows has not occurred in the previous detection invalid condition determination (S60).

2, the fuel correction controller 50 applies the rail pressure correction map 50-3 to the rail pressure drop fuel amount correction control (S300), and the rail pressure correction map 50-3 to the rail A fuel correction amount for the amount of pressure drop is built into a table. As a result, since the rail pressure drop fuel amount correction control (S300) is in a learning condition entry state in which invalid determination conditions are resolved by high-pressure fuel pump control (eg, partial pumping pulse off), using the detected rail pressure drop A learning correction is made.

Therefore, in the case of entering the rail pressure drop detection invalid determination, the rail pressure drop fuel amount correction control (S300) is a learning condition according to the resolution of the detection invalid determination condition by partially off control of the high pressure fuel pump 40 Learning correction may be performed based on the amount of drop detected upon entry.

As described above, the injector static flow rate deviation compensation method covering the entire engine area applied to the direct injection engine system according to the present embodiment is applied to the rail pressure drop greater than the threshold due to fuel injection by the injector. After the correction controller tries to solve the detection invalid condition by partially turning off the pumping pulse of the high pressure fuel pump 40, the unit pressure drop fuel amount correction control and the detection invalid condition resolution according to the impossibility of solving the detection invalid condition The detection invalid determination condition, which makes it difficult to detect the static flow rate deviation of the injector 20 by being transmitted to the rail pressure drop fuel amount correction control according to the fuel flow rate, is covered by the fuel correction of the RIG data in all sections of the engine including the high flow area. It can respond to rail pressure drop.

1: Direct injection engine system
10: engine 10-1: cylinder
20: injector 30: pump driving cam
30-1: cam knob 40: high pressure fuel pump
50: fuel correction controller 50-1: data input unit
50-2: Single unit pressure correction map 50-3: Rail pressure correction map

Claims (15)

When a rail pressure drop due to fuel injection from the injector is detected by the fuel correction controller, a learning condition entry possibility control in which a detection invalid condition is attempted to be resolved by controlling the high-pressure fuel pump; is included.
Controlling the possibility of entering the learning condition is a step in which the detection invalid condition is determined with the occurrence of pulse overlap or measurement window overlap as a satisfaction condition after setting the detection invalid condition following the confirmation of the detection time of the rail pressure drop, pumping pulse of the high pressure fuel pump The step of controlling the high-pressure fuel pump by using, the step of re-determining the invalid detection condition by using the pulse overlapping or the overlapping of the measurement window as a repeated satisfaction condition, and the pressure drop of the unit if the repetitive satisfaction condition is met in the re-determination of the detection invalid condition A control switching step in which fuel amount correction control is performed, whereas rail pressure drop fuel amount correction control is performed if the condition is not repeated.
Injector static flow rate deviation correction method, characterized in that consisting of.
The method of claim 1, wherein the rail pressure drop is determined as a threshold value.
The method of claim 2, wherein the rail pressure drop is satisfied when it is greater than the threshold.
delete The method of claim 1 , wherein the setting of the detection invalid condition sets a count (COUNT) to 0.
The method of claim 1 , wherein the pumping pulse of the high-pressure fuel pump is turned off when controlling the high-pressure fuel pump.
The method of claim 6 , wherein the pumping pulse is partially turned off for a plurality of cylinders of an engine.
The injector static flow rate according to claim 1, wherein the setting of the detection invalid condition is switched to the detection of the invalid condition before the re-determination of the detection invalid condition is performed, and the checking of the detection invalid condition sets a count (COUNT) to 1. Deviation correction method.
The injector static according to claim 1, wherein the setting of the detection invalid condition is switched to the detection invalid condition confirmation before the unit pressure drop fuel amount correction control is performed, and the detection invalid condition confirmation sets a count (COUNT) to 2. How to compensate for flow deviation.
The method according to claim 1, wherein in the unit pressure drop fuel amount correction control, fuel correction for the rail pressure drop is performed by replacing RIG data by a RIG test of a fuel injection equipment. Injector static flow rate deviation compensation method characterized.
The injector static flow rate deviation correction method according to claim 1 , wherein, in the rail pressure drop fuel amount correction control, fuel correction for the rail pressure drop is performed by the drop amount detected by the control of the high pressure fuel pump.
The injector static flow rate deviation correction method according to claim 1, wherein the execution of the rail pressure drop fuel amount correction control includes a case in which the detection invalid condition is not satisfied.
For the rail pressure drop greater than the threshold due to fuel injection from the injector, the high-pressure fuel pump is partially turned off for the pumping pulse to try to resolve the invalid detection condition, and then the detection invalid condition cannot be resolved. a fuel correction controller that is switched to a single unit pressure drop fuel amount correction control and a rail pressure drop fuel amount correction control according to the resolution of the detection invalid condition;
A direct injection engine system characterized in that it is included.
The method according to claim 13, wherein the fuel correction controller is provided with a single-unit pressure correction map, and the single-unit pressure correction map is used in the single-unit pressure drop fuel amount correction control for a rig test (RIG Test) of a fuel injection equipment. A direct injection engine system, characterized in that the unit drop value of the rig data (RIG data) is built.
15. The direct injection engine system according to claim 14, wherein the single unit drop value is applied to fuel correction by replacing the rail pressure drop.

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