KR102554925B1 - Anti-icing method for throttle valve - Google Patents

Abstract

A method for preventing freezing of the throttle valve according to the present invention includes a first throttle monitoring step (S10) in which the controller 200 drives the throttle valve 215 to compare a target opening amount and an actual opening amount of the throttle valve 215; As a result of performing the first throttle monitoring step (S10), when a difference occurs between the target opening amount and the actual opening amount, the controller 200 alternately controls the throttle valve 215 to different opening amounts for a first set time to control the throttle valve A throttle chattering step (S60) of driving 215 at a set frequency.

Description

How to prevent throttle valve freezing {ANTI-ICING METHOD FOR THROTTLE VALVE}

The present invention relates to a method for preventing ice from freezing while EGR gas moves toward a throttle valve.

In general, nitrogen oxide (NOx) contained in exhaust gas not only causes acid rain, but also irritates the eyes and respiratory tract and kills plants. NOx is regulated as a major air pollutant, and many studies are being conducted to reduce the emission of NOx.

An exhaust gas recirculation (EGR) system is a system installed in a vehicle to reduce harmful exhaust gases, and NOx increases when combustion is successful due to a high ratio of air in the mixture.

Therefore, the exhaust gas recirculation system suppresses generation of NOx by mixing a part of the exhaust gas discharged from the engine back into the mixture to reduce the amount of oxygen in the mixture and to hinder combustion.

Mainly, since the temperature of the recycled EGR gas is high, the moisture content in the gas is high.

Fresh air passing through the turbocharger and intercooler generally forms a low temperature, and especially in winter, the initial temperature introduced through the intake pipe forms a temperature of 0°C or less.

At this time, when the air freshener having a low temperature and the EGR gas supplied from the EGR gas supply unit are mixed inside the intake pipe, the moisture present in the EGR gas freezes due to the low temperature of the new air freshener, and the resulting ice is placed in the intake pipe. The ice moves to the shaft of the connected throttle valve and the valve sticking phenomenon occurs, resulting in a problem in which normal vehicle operation is impossible.

The matters described as the background art above are only for improving understanding of the background of the present invention, and should not be taken as an admission that they correspond to prior art already known to those skilled in the art.

KR 10-2011-0118198 A KR 10-2010-0058960 A

The present invention has been proposed to solve these problems, and the purpose of the present invention is to provide a throttle valve freezing prevention method that improves vehicle marketability by preventing ice from freezing while EGR gas moves to the throttle valve side and maintaining normal vehicle operating conditions. there is

To achieve the above object, a method for preventing freezing of a throttle valve according to the present invention includes a first throttle monitoring step in which a controller drives a throttle valve and compares a target opening amount and an actual opening amount of the throttle valve; As a result of performing the first throttle monitoring step, when a difference occurs between the target opening amount and the actual opening amount, the controller alternately controls the throttle valve to different opening amounts for a first set time to set the throttle valve to a set frequency. It may include; throttle chattering step of driving.

an engine driving confirmation step in which the controller checks whether the engine is running when the target opening amount and the actual opening amount are the same as a result of performing the first throttle monitoring step; a temperature measurement step of measuring, by the controller, a temperature of an intake manifold side and a coolant temperature when the engine is running as a result of performing the engine driving confirmation step; After the temperature measuring step, when the temperature of the intake manifold is below zero and the coolant temperature is less than a set temperature, the controller checks whether the fuel has not been injected; and an opening amount comparison step in which the controller compares the opening amount of the throttle valve with a set opening amount when the result of performing the fuel non-injection checking step is a non-fuel injection situation, When the opening amount is equal to or greater than the set opening amount, the controller performs the throttle chattering step.

As a result of performing the fuel non-injection checking step, when the fuel non-injection situation is not found, the controller may perform the engine driving checking step.

As a result of performing the opening amount comparison step, when the opening amount is less than the set opening amount, the controller may terminate the control logic.

a second throttle monitoring step in which, after the throttle chattering step, the controller drives the throttle valve to re-compare a target opening amount and an actual opening amount of the throttle valve; As a result of performing the second throttle monitoring step, when a difference occurs between the target opening amount and the actual opening amount, the controller alternately controls the throttle valve to different opening amounts for a second set time, and the throttle valve with maximum output. A throttle ice removal step of driving the; may further include.

In the throttle deicing step, a difference between different opening amounts of the throttle valve is set to be greater than a difference between different opening amounts of the throttle valve in the throttle chattering step, and the first set time is a second set time. It may be characterized by being set longer.

A third throttle monitoring step in which, after the throttle icing removal step, the controller drives the throttle valve to re-compare a target opening amount and an actual opening amount of the throttle valve, the method further includes a result of performing the third throttle monitoring step. , When a difference occurs between the target opening amount and the actual opening amount, the controller outputs a throttle valve fault code.

As a result of performing the second throttle monitoring step or the third throttle monitoring step, when the target opening amount and the actual opening amount are identical, the controller may perform the engine driving check step.

According to the method for preventing freezing of the throttle valve having the structure as described above, the freezing of the throttle body valve is prevented in advance, thereby enabling a stable supply of fresh air.

In addition, the failure rate of the throttle valve due to freezing can be reduced, and since a separate device for eliminating the freezing of the throttle valve does not need to be added, an increase in cost can be prevented.

1 is a flowchart illustrating a method for preventing freezing of a throttle valve according to an embodiment of the present invention;
Figure 2 is a schematic diagram showing a throttle valve freezing prevention device according to an embodiment of the present invention.

Hereinafter, a method for preventing freezing of the throttle valve according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

1 is a flowchart illustrating a method for preventing freezing of a throttle valve according to an embodiment of the present invention, and FIG. 2 is a schematic diagram illustrating a device for preventing freezing of a throttle valve according to an embodiment of the present invention. Referring to FIGS. 1 and 2 , the method of preventing freezing of the throttle valve is a first throttle monitoring step in which the controller 200 drives the throttle valve 215 to compare a target opening amount and an actual opening amount of the throttle valve 215. (S10); As a result of performing the first throttle monitoring step (S10), when a difference occurs between the target opening amount and the actual opening amount, the controller 200 alternates the throttle valve 215 with different opening amounts for a first set time. A throttle chattering step (S60) of controlling and driving the throttle valve 215 at a set frequency.

This technology prevents a situation in which the throttle valve 215 is stuck due to freezing occurring when the temperature of the outside air is low when the exhaust gas having a high moisture content and the outside air are mixed from the EGR 220 and introduced into the throttle body 210. It is proposed to prevent

First, in the present technology, the controller 200 performs a first throttle monitoring step (S10) to determine whether the throttle valve 215 is normally operated when the vehicle is key-on.

Here, the throttle valve 215 is provided inside the throttle body 210 and is provided to variably control the opening according to the driver's operation of the accelerator pedal. In addition, a throttle position sensor (TPS) integrally provided inside the throttle body 210 senses the opening amount of the throttle valve 215 .

For example, in the first throttle monitoring step (S10), the controller alternately drives the throttle valve 215 in a full closed state and a full open state, and commands the throttle valve ( By comparing the target opening amount of 215) with the actual opening amount received from the throttle position sensor (TPS), it is possible to detect an freezing situation in the control of the throttle valve 215.

In this way, when the freezing condition on the side of the throttle valve 215 is detected through the first throttle monitoring step (S10), the controller 200 repeatedly and alternately adjusts the opening degree of the throttle valve 215 so that the throttle valve 215 ) is driven at a preset set frequency.

That is, by vibrating the throttle valve 215 at a set frequency, it is possible to effectively remove surrounding ice generated when the ice icing is in its early stages, and furthermore, foreign substances on the side of the valve perturbation part can also be removed, so that the throttle valve ( 215), it is possible to solve the problem of abnormal operation of the throttle valve 215 due to the freezing condition or foreign matter.

Here, as the set frequency is set higher, the efficiency of removing ice on the side of the throttle valve 215 can be maximized. It is desirable that the set frequency be applied variably depending on the designer or the vehicle, but should not be limited to a specific value.

On the other hand, the present technology, when the target opening amount and the actual opening amount are the same as the result of performing the first throttle monitoring step (S10), the controller 200 checks whether the engine is running (S20); a temperature measurement step (S30) of measuring, by the controller 200, a temperature of an intake manifold side and a coolant temperature when the engine is running as a result of performing the engine driving check step (S20); After the temperature measuring step (S30), when the temperature of the intake manifold is below zero and the coolant temperature is less than a set temperature, the controller 200 checks whether the fuel has not been injected (S40); and an opening amount comparison step (S50) in which the controller 200 compares the opening amount of the throttle valve 215 with a set opening amount when the fuel non-injection checking step (S40) is performed and the fuel is non-injected. The controller 200 may perform the throttle chattering step (S60) when the opening amount comparison step (S50) is performed and the opening amount is equal to or greater than the set opening amount.

That is, when it is confirmed that there is no abnormality in the throttle valve 215 through the first throttle monitoring step (S10), the temperature of the intake manifold side and the The coolant temperature is measured and a logic is performed to compare it with respective set values (S30).

Specifically, the controller 200 may sense the temperature on the intake manifold side by receiving a temperature signal on the intake manifold side from a manifold air temperature sensor (MAT). By comparing the temperature of the side with 0°C, it is determined whether the temperature of the outside air flowing into the throttle valve 215 is below zero, and thus the possibility of freezing on the side of the throttle valve 215 can be determined.

However, the controller 200 receives the coolant temperature signal from the coolant temperature sensor. If the coolant temperature is sensed higher, even if the temperature of the outside air is 0°C or less, the coolant heats the air around the throttle valve 215, resulting in a freezing situation. likelihood of occurrence is reduced.

Accordingly, the controller 200 may determine the possibility of freezing on the throttle valve 215 side by complexly checking the intake manifold side temperature and the cooling water temperature, and execute subsequent anti-icing logics.

Here, the set temperature is set to a temperature at which the coolant temperature is low enough to determine that the ambient temperature of the throttle valve 215 is low. should not be

In addition, the controller 200 determines whether it is desirable to perform the throttle chattering step (S60) through the fuel non-injection check step (S40) and the opening amount comparison step (S50).

That is, since the throttle valve 215 is forcibly operated during the throttle chattering step (S60), it is preferable to perform the throttle chattering step (S60) in a situation where control of the throttle valve 215 is absolutely required while the vehicle is driving. You can decide not to.

Specifically, when the vehicle is in a situation where fuel is not injected and the opening degree of the throttle valve 215 is greater than the set opening degree, no problem occurs during driving according to the implementation of the throttle chattering step (S60), and the controller controls the throttle chattering A ring step (S60) is carried out.

Meanwhile, as a result of performing the fuel non-injection check step (S40), when it is not a fuel non-injection situation, the controller 200 may perform the engine driving check step (S20).

That is, in the case where the vehicle is injecting fuel, the amount of air must be controlled through the throttle valve 215, and the engine operation check step (S20) is performed again without performing the throttle chattering step (S60). It is possible to check the state of the vehicle to see if anti-icing control is possible.

In addition, as a result of performing the opening amount comparison step (S50), when the opening amount is less than the set opening amount, the controller 200 may terminate the control logic.

That is, when freezing occurs in the fuel non-injection state, it is not a problem if the opening amount of the throttle valve 215 is large, but if the throttle valve 215 is controlled to close, the throttle valve 215 ) Since it is difficult to normally perform the throttle chattering step (S60) because the opening does not reach 0%, control to end this control logic can be performed.

Meanwhile, in the present technology, after the throttle chattering step (S60), the controller 200 drives the throttle valve 215 to recompare the target opening amount and the actual opening amount of the throttle valve 215 in a second operation. Throttle monitoring step (S70); As a result of performing the second throttle monitoring step (S70), when a difference occurs between the target opening amount and the actual opening amount, the controller 200 alternates the throttle valve 215 with different opening amounts for a second set time. It may further include a throttle icing removal step (S80) of controlling but driving the throttle valve 215 with maximum output.

In spite of controlling the throttle valve 215 to the set frequency through the throttle chattering step (S60), when the target opening amount and the actual opening amount of the throttle valve 215 are different, the controller 200 controls the throttle valve ( 215) to remove ice by applying an instantaneous load of maximum output. At this time, the maximum output means that the strength of the current and voltage applied to the throttle valve 215 is maximized.

Here, the difference between the different opening degrees of the throttle valve 215 in the throttle icing removal step (S80) is greater than the difference between the different opening degrees of the throttle valve 215 in the throttle chattering step (S60). It may be set larger, and the first set time may be set longer than the second set time.

That is, in the throttle icing removal step (S80), the opening degree of the throttle valve 215 is alternately driven with a relatively larger opening amount difference than in the throttle chattering step (S60), and the driving time is shortened to thereby shorten the throttle valve ( 215) is applied instantaneously to induce ice removal.

For example, in the throttle chattering step (S60), the controller 200 controls the opening degree of the throttle valve 215 to be driven alternately between 2 and 4%, and sets the first set time to 2 seconds. Ice can be effectively removed during the initial freezing process.

On the other hand, in the throttle icing removal step (S80), the opening degree of the throttle valve 215 is set to alternately drive between 0 and 80% at maximum output, and the throttle chattering is performed by setting the second set time to 0.06 seconds. A load that is momentarily stronger than that of step S60 is applied to the throttle valve 215 to control ice removal. At this time, since the throttle valve 215 is controlled with maximum output, it is possible to minimize the occurrence of shock and malfunction of the throttle valve 215 because the opening control of the throttle valve 215 is performed only for a short time.

If, after the throttle icing removal step (S80), the controller 200 drives the throttle valve 215 to recompare the target opening amount and the actual opening amount of the throttle valve 215 in a third throttle monitoring step. (S90); and, as a result of performing the third throttle monitoring step (S90), when a difference occurs between the target opening amount and the actual opening amount, the controller 200 outputs a throttle valve fault code. It can be (S100).

That is, if a difference occurs between the target opening amount and the actual opening amount of the throttle valve 215 despite the execution of the throttle chattering step (S60) and the throttle icing removing step (S80), this indicates that the icing situation is serious or Since another throttle valve 215 failure situation has occurred, it is necessary to receive a professional vehicle inspection. Accordingly, the controller 200 outputs a throttle valve fault code (S100) and arranges for the driver to recognize the throttle valve fault condition through a display device such as a cluster, thereby inducing maintenance of the vehicle.

For reference, as a result of performing the second throttle monitoring step (S70) or the third throttle monitoring step (S90), when the target opening amount and the actual opening amount are the same, the controller 200 performs the engine operation check step (S20). can be carried out.

That is, when the icing situation of the throttle valve 215 is removed through the throttle chattering step (S60) or the throttle icing removing step (S80), the engine in order to continuously detect and prevent the icing situation on the throttle valve 215 side. It would be desirable to carry out the driving confirmation step (S20).

According to the method for preventing freezing of the throttle valve having the structure as described above, the freezing of the throttle body valve is prevented in advance, thereby enabling a stable supply of fresh air.

In addition, the failure rate of the throttle valve due to freezing can be reduced, and since a separate device for eliminating the freezing of the throttle valve does not need to be added, an increase in cost can be prevented.

Although the present invention has been shown and described in relation to specific embodiments, it is known in the art that the present invention can be variously improved and changed without departing from the technical spirit of the present invention provided by the claims below. It will be self-evident to those skilled in the art.

200: controller
210: throttle body
215: Throat valve
220: EGR

Claims (8)

a first throttle monitoring step in which a controller drives a throttle valve and compares a target opening amount and an actual opening amount of the throttle valve;
As a result of performing the first throttle monitoring step, when a difference occurs between the target opening amount and the actual opening amount, the controller alternately controls the throttle valve to different opening amounts for a first set time to set the throttle valve to a set frequency. Including; throttle chattering step of driving;
an engine driving confirmation step in which the controller checks whether the engine is running when the target opening amount and the actual opening amount are the same as a result of performing the first throttle monitoring step;
a temperature measurement step of measuring, by the controller, a temperature of an intake manifold side and a coolant temperature when the engine is running as a result of performing the engine operation confirmation step; and
After the temperature measuring step, when the temperature of the intake manifold is below zero and the coolant temperature is less than the set temperature, the controller checks whether the fuel has not been injected; a fuel non-injection checking step; The method of claim 1,
Further comprising an opening amount comparison step in which the controller compares the opening amount of the throttle valve with a set opening amount when the result of performing the fuel non-injection checking step is that the fuel is non-injected situation,
The throttle valve freezing prevention method, characterized in that the controller performs the throttle chattering step when the opening amount comparison step is performed and the opening amount is equal to or greater than the set opening amount. The method of claim 1,
The method of preventing throttle valve freezing, characterized in that, when the fuel non-injection checking step is not performed, the controller performs the engine driving checking step. The method of claim 2,
As a result of performing the opening amount comparison step, when the opening amount is less than the set opening amount, the controller terminates the control logic. The method of claim 2,
a second throttle monitoring step in which, after the throttle chattering step, the controller drives the throttle valve to re-compare a target opening amount and an actual opening amount of the throttle valve;
As a result of performing the second throttle monitoring step, when a difference occurs between the target opening amount and the actual opening amount, the controller alternately controls the throttle valve to different opening amounts for a second set time, and the throttle valve with maximum output. Throttle valve icing prevention method further comprising a; throttle icing removal step of driving the. The method of claim 5,
In the throttle icing removal step, a difference value between different opening amounts of the throttle valve is set to be greater than a difference value between different opening amounts of the throttle valve in the throttle chattering step;
The throttle valve freezing prevention method, characterized in that the first set time is set longer than the second set time. The method of claim 5,
After the throttle icing removal step, a third throttle monitoring step in which the controller drives the throttle valve to re-compare a target opening amount and an actual opening amount of the throttle valve;
and the controller outputs a throttle valve fault code when a difference occurs between the target opening amount and the actual opening amount as a result of performing the third throttle monitoring step. The method of claim 7,
The method of preventing throttle valve freezing, characterized in that, when the target opening amount and the actual opening amount are equal to each other as a result of performing the second throttle monitoring step or the third throttle monitoring step, the controller performs the engine driving check step.

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