KR102652881B1 - Gas ECU system to control gas fuel of gasoline engine for ships - Google Patents

Abstract

The present invention relates to a gas ECU system that controls the gasoline engine (1) of a ship to selectively use gasoline fuel or gas (LPG, CNG, LNG) fuel, and the system uses both constant power and ACC power. A management circuit (15) that receives power from the battery (11) and the DC power supply (13), and a connection circuit (18) that can be used regardless of polarity by connecting directly from the battery (11) or to the ignition switch (17) ( A power management unit (10) including 19); An auxiliary power unit 25 including a power bank 22 composed of a portable power device that supplies power in conjunction with the power management unit 10, and a power supply unit 20 that receives and distributes power from the power management unit 10. ); An input unit 30 that receives power from the power supply unit 20 and transmits the injector signal of the gasoline ECU 2 and signals about various information about the gas fuel supplied to the gasoline engine 1; A conversion unit 40 including an ADC 43 that interoperates with the input unit 30 to convert the injector signal of the gasoline ECU 2 and various gas information signals from electrical analog signals to digital signals; A central processing unit 50 including a CPU 55 to process commands for signals from the input unit 30 in conjunction with the conversion unit 40; An output unit 60 that controls the injection timing of gasoline fuel and gas fuel in conjunction with the central processing unit 50; a memory unit 70 including a flash memory 75 to interoperate with the central processing unit 50 to store data of the input unit 30; And a communication unit 80 that is interconnected with the central processing unit 50 to enable remote control and monitoring with a mode conversion switch for gasoline fuel or gas fuel, and to enable control from a PC or terminal. Do it as
Accordingly, the present invention is a gas ECU system that controls the selective use of gasoline or gas fuel in the gasoline engine of an existing ship, and is applied to a ship with an existing gasoline engine to control gas fuel while maintaining the original characteristics of the gasoline engine. It is not only measured with separate sensors by the gas ECU system, but also can be linked to various input/output ports for safety. It minimizes standby power consumption when the engine is not running and enables automatic fuel switching for high output considering the physical properties of each fuel. Initial start and operation with city gas fuel is possible, ensuring smooth driving and operation with optimal engine performance and fuel efficiency, and free wired and wireless communication with external devices for remote control and monitoring, enabling self-data storage. there is.

Description

Gas ECU system to control gas fuel of gasoline engine for ships}

The present invention relates to a gas ECU system that controls the gas fuel of a marine gasoline engine. More specifically, in a gas ECU system that controls the gasoline engine of an existing ship to selectively use gasoline or gas fuel, the existing gasoline engine When applied to ships with gasoline engines, they are measured with separate sensors by a gas ECU system that controls gas fuel while maintaining the original characteristics of gasoline engines, and can be linked to various input/output ports for safety, and standby power consumption is reduced when the engine is not running. Automatic fuel switching is possible for high output considering the physical properties of each fuel while minimizing the fuel, and at the same time, it is possible to initially start and operate with gas fuel when cold, ensuring smooth driving and operation with optimal engine performance and fuel efficiency, and remote control and monitoring. This is about a gas ECU system that controls the gas fuel of a marine gasoline engine that allows free wired and wireless communication with external devices and can store its own data.

Typically, a ship is a means of navigating on water such as the sea or a river, and moves through thrust generated through the rotation of a propeller while floating on the water surface due to buoyancy. These ships generate thrust by driving the engine. At this time, the engine uses gasoline or diesel to move the piston, causing the crankshaft to rotate by the reciprocating motion of the piston, so that the shaft connected to the crankshaft rotates to drive the propeller. It was common. When heavy oil such as HFO (Heavy Fuel Oil) or MFO (Marine Fuel Oil) is used as the propulsion fuel for such ships, environmental pollution due to various harmful substances contained in the exhaust gas is serious when the heavy oil is burned.

Recently, the International Maritime Organization (IMO) is regulating harmful gases such as nitrogen oxides and sulfur oxides among the gases discharged outside of ships, and the regulatory standards are gradually being strengthened, and it is necessary to meet these regulations. The cost is gradually increasing. In particular, in the case of Emission Control Area (ECA), gas emission standards are very strict compared to general sea areas. Therefore, for ships passing through exhaust gas emission restriction areas, low-oil fuel must be used instead of heavy oil such as HFO (Heavy Fuel Oil) or MFO (Marine Fuel Oil), which contains high sulfur content.

Accordingly, for the operation of ships, liquefied gases such as electric energy, liquefied natural gas (LNG), liquefied petroleum gas (LPG), and compressed natural gas (CNG) are used. , Hybrid methods that selectively use gas and oil are also being studied. In particular, LPG emits less carbon dioxide and nitrogen oxides than the marine oil currently used, and produces almost no sulfur oxides and fine dust, so it is effective in reducing ship exhaust gases and has the advantage of being easy to store and transport as fuel. For this reason, countries around the world are focusing on developing related technologies, and are modifying and developing related parts so that the fuel for outboard motors used in existing small ships can be replaced with LPG instead of gasoline.

Prior art related to this includes Republic of Korea Patent Publication No. 10-0891957 (Priority Document 1), Republic of Korea Patent Publication No. 10-1447511 (Priority Document 2), Republic of Korea Patent Publication No. 10-1951688 (Priority Document 3), etc. This is being introduced.

Prior document 1 is a fuel gas supply system for a ship, including an LNG fuel tank, a MEGI engine, which is a high-pressure gas injection engine, a pump that compresses LNG to high pressure and sends it to the MEGI engine, and is installed at the rear of the pump to supply the high pressure. A fuel gas supply system for a ship is presented, which includes a vaporization means for vaporizing compressed LNG.

However, according to the preceding document 1, high-pressure gas injection engines such as the developed ME-GI engine have the advantage of being spotlighted by ship owners because they are excellent in efficiency, etc. However, ships adopting high-pressure gas injection engines emit nitrogen oxides (Nox). Due to the large amount of emissions, it has the disadvantage of not being able to operate in sea areas where certain exhaust gases such as nitrogen oxides are regulated.

Prior document 2 is a high-pressure pump that extracts LNG from an LNG tank and compresses it to high pressure; A carburetor installed in the middle of the fuel gas supply line downstream of the high pressure pump; A re-liquefaction device for re-liquefying the boil-off gas generated from the LNG tank; A boil-off gas compression unit installed in the middle of the boil-off gas liquefaction line connected from the LNG tank to the re-liquefaction device to compress the boil-off gas generated in the LNG tank; A fuel gas supply system including a refrigerant pre-cooling heat exchanger installed between the LNG tank and the boil-off gas compression unit to exchange heat between the refrigerant circulating in the reliquefaction device and the boil-off gas.

However, according to the preceding document 2, since electric energy is used to drive the high-pressure pump that compresses LNG, energy consumption is severe, and various controls are used to control the rotation speed of the inverter or motor to control the rotation speed of the high-pressure pump. There is a disadvantage in that the overall system becomes more complex as devices are required.

Prior document 3 includes a hydraulic system unit 110 that obtains energy from the output of the engine 30 of the ship 10 to operate the hydraulic system and a generator unit 120 that generates electricity; A hydraulic motor unit 140 that drives the screw 21 with a hydraulic motor, a power generation and electric motor unit 160 that drives the screw 21 with an electric motor and simultaneously generates power, and the hydraulic motor unit 140 An outboard motor (20) including a clutch unit (150) interposed between the rotation axis of the power generation and electric motor (160) to switch power transmission; The hydraulic motor unit 140 is driven and controlled through the hydraulic system unit 110, the power generation and electric motor unit 160 is driven and controlled through the generator unit 120, and the clutch unit 150 is controlled. Thus, the screw 21 of the outboard motor 20 is selectively controlled so that it can be driven hydraulically or electrically. However, when the vessel 10 is operated at high speed, the thrust is detected through the thrust sensing unit 200, and the thrust increases. In this case, the clutch unit 150 is switched to the hydraulic motor unit 140, and when the thrust decreases, the hybrid type includes a control unit 130 that switches to the power generation and electric motor unit 160 to control the output. An outboard motor driving device is presented.

However, according to the preceding document 3, not only structural changes to the existing engine are required, but also separate devices such as the hydraulic system unit, generator unit, hydraulic motor unit, power generation and electric motor unit, etc. are required, resulting in installation and remodeling costs. There is a disadvantage that the manufacturing cost is high.

In order to solve these shortcomings, the present applicant proposed an LPG fuel modification system for marine gasoline engines that modifies the gasoline engines of existing ships so that gasoline or LPG fuel can be selectively used. In addition to being converted into a BI-FUEL engine that uses fuel selectively, it is implemented to control the injection timing and injection amount of selectively supplied gasoline fuel and LPG fuel using a separate LPG ECU regardless of the gasoline ECU.

However, in this modification system, it has been taken a step further to maintain the original characteristics of the gasoline engine of the existing ship, measure with separate sensors, and link with various input and output ports for safety, while also enabling gasoline or gas fuel (LPG, CNG, One of the important design elements is the gas ECU system that controls gas fuel, which can be implemented to ensure smooth driving and driving at optimal engine performance and fuel efficiency by selectively using LNG, etc.

Republic of Korea Patent Publication No. 10-0891957 “Fuel gas supply system and method for ships” (Registration date: 2009.03.30.) Republic of Korea Patent Publication No. 10-1447511 “Fuel Gas Supply System” (Registration date: 2014.09.29.) Republic of Korea Patent Publication No. 10-1951688 “Hybrid type outboard motor driving device” (Registration date: 2019.02.19.)

The purpose of the present invention to fundamentally improve the above-described conventional problems is to apply it to ships with existing gasoline engines in a gas ECU system that controls the selective use of gasoline or gas fuel in the gasoline engine of an existing ship. It is measured with separate sensors by the gas ECU system that controls gas fuel while maintaining the original characteristics of the gasoline engine, and can be linked to various input/output ports for safety. It also minimizes standby power consumption when the engine is not running and provides physical properties for each fuel. It is capable of automatic fuel switching for high output taking into account the initial start and operation with gas fuel when cold, and ensures smooth driving and operation with optimal engine performance and fuel efficiency. Wired and wireless connection with external devices for remote control and monitoring The goal is to provide a gas ECU system that controls the gas fuel of a marine gasoline engine that can communicate freely and store its own data.

The present invention to achieve the above object is a gas ECU system that controls the gasoline engine of a ship to selectively use gasoline fuel or gas (LPG, CNG, LNG) fuel: to use both constant power and ACC power A power management unit including a management circuit that receives power from a battery and a DC power source, and a connection circuit that connects directly from the battery or to an ignition switch to be used regardless of polarity; an auxiliary power unit including a power bank composed of a portable power device that supplies power in conjunction with the power management unit, and a power supply unit that receives and distributes power from the power management unit; An input unit that receives power from the power supply unit and transmits an injector signal from the gasoline ECU and signals about various information about the gas fuel supplied to the gasoline engine; A conversion unit including an ADC that interoperates with the input unit to convert the injector signal of the gasoline ECU and various gas information signals from electrical analog signals to digital signals; a central processing unit including a CPU to interoperate with the conversion unit to process commands for signals from the input unit; An output unit that controls the injection timing of gasoline fuel and gas fuel in conjunction with the central processing unit; a memory unit including a flash memory to interoperate with the central processing unit to store data of the input unit; And a communication unit provided in interoperability with the central processing unit to enable remote control and monitoring with a mode conversion switch for gasoline fuel or gas fuel, and to enable control from a PC or terminal, wherein the central processing unit is connected to the input unit. Based on the signal, it determines the situation of sudden acceleration or power loss and automatically switches from gas fuel to gasoline fuel and applies the setting function. If the currently used fuel, gasoline fuel or gas fuel, is insufficient, gasoline fuel or gas is used as the corresponding fuel. An automatic fuel conversion function is applied, and the use section of gasoline fuel or gas fuel is implemented as a logic gate (LOGIC) depending on the rotation amount of RPM for each zone, allowing switching from gas fuel to gasoline fuel when knocking occurs. The output unit controls the solenoid valve to supply gaseous fuel while controlling the injection timing of gasoline fuel and gas fuel, and can be linked to the gas leak detection of the input unit, and the gas ECU minimizes standby power consumption. Cold starting is possible with gas fuel (LPG, CNG, LNG, etc.), and it is controlled to drive by selecting any one of gasoline fuel, gas fuel, and BI-FUEL (a dual fuel combustion method that automatically switches to gasoline fuel or gas fuel). It is characterized by

At this time, the input unit according to the present invention includes an injector injection signal of a gasoline ECU, RPM information of a gasoline engine, an ignition timing signal, a map signal for measuring air pressure, a gas temperature/pressure signal, and a coolant temperature signal. It is characterized by transmitting a signal for one or more information among a gas remaining amount signal and a gas leak detection.

In addition, according to the present invention

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Meanwhile, the terms or words used in this specification and patent claims prior to this should not be construed as limited to their usual or dictionary meanings, and the inventor used the concept of terms to explain his invention in the best way. It must be interpreted as meaning and concept consistent with the technical idea of the present invention based on the principle that it can be appropriately defined. Therefore, the embodiments described in this specification and the configuration shown in the drawings are only one of the most preferred embodiments of the present invention, and do not represent the entire technical idea of the present invention, so at the time of filing the present application, various alternatives may be used to replace them. It should be understood that equivalents and variations may exist.

As described in the above configuration and operation, the present invention is a gas ECU system that controls the gas fuel of a marine gasoline engine to selectively use gasoline or gas fuel in the gasoline engine of an existing ship. When applied to ships with engines, it is measured with separate sensors by a gas ECU system that controls gas fuel while maintaining the original characteristics of gasoline engines, and can be linked to various input/output ports for safety, and reduces standby consumption when the engine is not running. Automatic fuel switching is possible for high output considering the physical properties of each fuel while minimizing power, and at the same time, it is possible to initially start and operate with gas fuel when cold, ensuring smooth driveability and operation with optimal engine performance and fuel efficiency, and remote control and For monitoring, wired and wireless communication with external devices is freely possible, providing the effect of enabling self-data storage.

Figure 1 is a conceptual diagram showing a modification system for converting a marine gasoline engine to gas fuel to which a gas ECU system for controlling gas fuel according to the present invention is applied.
Figure 2 is a configuration diagram schematically showing the gas ECU system that controls gas fuel of the marine gasoline engine in Figure 1.

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

Figure 1 is a conceptual diagram showing a modification system for converting a marine gasoline engine to gas fuel to which a gas ECU system for controlling gas fuel according to the present invention is applied.

The gas fuel modification system of the marine gasoline engine (1) to which the gas ECU system of the present invention is applied includes a gasoline supply unit (2), a gas supply unit (3), a vaporization means (4), a detection means (5), a gas ECU, and a control panel. It consists of main components such as (7). Briefly explaining the gas fuel modification system of such a marine gasoline engine, the gasoline supply unit (2) is provided with a gasoline injector and adapter that supplies gasoline fuel from a gasoline tank and injects gasoline fuel into the gasoline engine, and the gas supply unit (3) It is equipped with a gas injector and an adapter that supplies gas fuel from a gas tank and injects the gas fuel into the gasoline engine, and the vaporization means (4) is connected to the gas supply part so as to communicate with each other and has a regulator and a low pressure heater module, and detects. The means (5) detects the state of the gasoline engine, detects the outflow of gas fuel or pressure and temperature on the gas supply section, and the gas ECU is electrically connected to the gasoline supply section, the gas supply section, and the vaporization means, and supplies gas fuel. It is equipped to enable electronic control of.

At this time, the gas ECU 100 of the present invention controls operation by selecting one of gasoline fuel, gas fuel, and BI-FUEL (a dual fuel combustion method that automatically switches to gasoline fuel or gas fuel), and a detailed system accordingly. The composition and operation of will be explained in detail later.

In addition, the control panel 7 is electrically connected to the gas ECU and informs of dangerous conditions along with information on gas fuel leakage, pressure, and temperature, and provides information on selective supply of gasoline fuel and gas fuel depending on the state of the gasoline engine. It is equipped for the user to have overall control and measurement.

FIG. 2 is a configuration diagram schematically showing a gas ECU system that controls gas fuel of a marine gasoline engine in FIG. 1.

The present invention proposes a gas ECU system that controls the selective use of gasoline fuel or gas (LPG, CNG, LNG) fuel in a ship's gasoline engine (1). In particular, it proposes a gas ECU system that controls the gasoline engine (1) of an existing ship. Applied to ships, it maintains the original characteristics of gasoline engines and is measured with separate sensors by a gas ECU system that controls gas fuel, as well as linking with various input and output ports for safety, and minimizing standby power consumption when the engine is not running. It is possible to automatically switch fuel for high output considering the physical properties of each fuel, and at the same time enable initial start and operation with gas fuel when cold, ensuring smooth driveability and operability with optimal engine performance and fuel efficiency, and for remote control and monitoring. This is about a gas ECU system that controls the gas fuel of a marine gasoline engine that allows free wired and wireless communication with external devices and can store its own data.

The gas ECU system that controls the gas fuel of the marine gasoline engine (1) of the present invention includes a power management unit (10), a power supply unit (20), an input unit (30), a conversion unit (40), a central processing unit (50), and an output unit. It is a gas ECU (100) system whose main components are a unit (60), a memory unit (70), and a communication unit (80).

Meanwhile, the gasoline engine 1 of the present invention provides driving force to the ship by selectively burning gasoline fuel and gas fuel supplied from the gasoline supply unit and the gas supply unit using BI-FUEL (combined fuel combustion method), as shown in FIG. 1. That is, it is a BI-FUEL (combined fuel combustion method) engine that is operated by selectively burning gasoline fuel and gas fuel in the gasoline engine (1) of the present invention, and is used on general ships, tugboats, and passenger ships that mainly operate on the domestic coast and inland waters. It can be applied to small and medium-sized ships such as the like.

According to the present invention, the power management unit 10 includes a management circuit 15 that receives power from the battery 11 and DC power 13 to use both constant power and ACC power, and a management circuit 15 that receives power directly from the battery 11 or through an ignition switch. Connected to (17), connection circuits (18) and (19) are provided so that they can be used regardless of polarity. The power management unit 10 plays a role in managing overall power for the gas ECU 100 and includes a management circuit 15 and connection circuits 18 and 19. The management circuit (15) is supplied with power from the battery (11) of constant power and the DC power (13) of ACC power, and the connection circuit (18) (19) is applied as a two-channel bridge circuit and is supplied directly from the battery (11). Alternatively, connect to the ignition switch (17) so that it can be used regardless of polarity. This reflects a non-polar power terminal that can be connected regardless of +/- polarity when wiring a direct current power supply. When converting an existing gasoline engine (1) to gas fuel, a gas ECU (100) is necessarily installed. +/- To prevent damage to the gas ECU (100) due to incorrect wiring, a bridge circuit is applied to enable wiring work regardless of polarity, and due to the nature of the gas ECU (100), both constant power and ACC power are used. Therefore, a 2-channel bridge circuit is applied.

Here, due to the nature of the gas ECU 100 of the present invention, it is a part that requires data preservation and immediate booting, so it consumes power at all times, and when the gasoline engine 1 is not driven, the signal value of the ignition switch (Ignition S/W) 17 ( Off), it enters standby mode to minimize power consumption, and also blocks the power and signals of various input units 30 and output units 60, which are not related to booting of the gas ECU 100, and turns on the ignition when the engine is running. The standby mode is released by the signal value (On) of the switch 17 to minimize standby power consumption.

According to the present invention, the power supply unit 20 is supplied from the power management unit 10 and an auxiliary power unit 25 including a power bank 22 consisting of a portable power device that supplies power in conjunction with the power management unit 10. Power is supplied and distributed. The power supply unit 20 interconnects with the power management unit 10 to supply overall power to the gas ECU 100, and has an auxiliary power unit 25 including a power bank 22. The power supply unit 20 is an auxiliary power supply unit ( 25) is provided. This power supply unit 20 receives a signal from the power management unit 10 and receives power from one of the battery 11 of the constant power source, the DC power source 13 of the ACC power source, and the auxiliary power unit 25, and receives power from the gas ECU ( Power is distributed to various input units 30 and output units 60 necessary for the operation of 100).

According to the present invention, the input unit 30 receives power from the power supply unit 20 and transmits the injector signal of the gasoline ECU 2 and signals about various information about the gas fuel supplied to the gasoline engine 1. The input unit 30 is an interface circuit that processes input signals from the central processing unit 50, which will be described later, in order to operate the gas ECU 100. It receives power from the power supply unit 20 and inputs the injector signal of the gasoline ECU 2 and , It transmits signals about various information about the gas fuel supplied to the gasoline engine (1). It processes signals to measure and interoperate with various separate detection sensors while maintaining the original characteristics of the gasoline engine (1). In other words, this input unit 30 does not unauthorizedly link the sensors and measurement data used solely by the gasoline ECU 2 to maintain the unique characteristics of the gasoline engine 1 as shown in FIG. 2, but instead uses the original engine control unique value ( The gasoline ECU (2) and the gas ECU (100) share only the result value with each other to ultimately control the ignition timing, fuel injection amount, and injection time for the engine. On the other hand, when the gasoline ECU (2) and the gas ECU (100) share the original sensors of the existing gasoline engine (1), problems such as deviations and errors in the measurement data of the sensors may occur, which may have a negative impact on engine operation. Since there are many, separate sensors such as map (intake air temperature and pressure) sensor and engine temperature sensor (coolant temperature sensor) are controlled.

At this time, according to the detailed configuration of the present invention, the input unit 30 includes an injector injection signal of the gasoline ECU 2, RPM information of the gasoline engine 1, an ignition timing signal, and a map signal for measuring air pressure. , It is characterized by transmitting a signal for one or more information among a gas temperature and pressure signal, a coolant temperature signal, a gas remaining amount signal, and a gas leak detection. The input unit 30 processes various input signals from the central processing unit 50, and is linked to various input ports for smooth operation and safety of the gasoline engine 1. As shown in FIG. 2, this input unit 30 includes an injector injection signal from the gasoline ECU 2, RPM information of the gasoline engine 1, an ignition timing signal, a map signal measuring air pressure, and gas temperature and pressure. It transmits a signal for one or more information among a signal, a coolant temperature signal, a remaining gas amount signal, and a gas leak detection signal.

According to the present invention, the conversion unit 40 is an ADC 43 that interoperates with the input unit 30 to convert the injector signal of the gasoline ECU 2 and signals about various gas information from electrical analog signals to digital signals. is provided. The conversion unit 40 works in conjunction with the input unit 30 to convert various information signals from electrical analog signals to digital signals, which are converted into injector signals from the gasoline ECU 2 by the ADC 43. It converts electrical analog signals to digital signals for various types of information on gases. This ADC 43 is an analog-digital converter that converts the signal value of the ignition switch (Ignition S/W) 17 and various signals of the input unit 30 from electrical analog signals to digital signals, which will be described later. The signal is transmitted to the central processing unit 50.

According to the present invention, the central processing unit 50 is provided with a CPU 55 to process commands for signals from the input unit 30 in conjunction with the conversion unit 40. The central processing unit 50 is a core device of the gas ECU 100 system that controls processing such as interpretation of commands and data operation and comparison. It interacts with the conversion unit 40 to provide information on the signal from the input unit 30. A CPU 55 is provided to process instructions. This central processing unit 50 is a microcomputer circuit equipped with a CPU 55 and a memory unit 70, which will be described later, and interoperates with each other to process commands for signals from the input unit 30. A detailed description thereof will be provided later. Let me explain.

At this time, according to the detailed configuration of the present invention, the central processing unit 50 determines the situation of rapid acceleration and power reduction based on the signal from the input unit 30 and automatically applies the automatic conversion and setting function from gas fuel to gasoline fuel. , When the currently used fuel, gasoline fuel or gas fuel, is insufficient, an automatic switching function is applied to gasoline fuel or gas fuel as the corresponding fuel, and a logic gate ( LOGIC) and is characterized by being able to switch from gas fuel to gasoline fuel when knocking occurs. The central processing unit 50 interoperates with the conversion unit 40 to process commands for signals from the input unit 30 and performs an automatic fuel switching function for high output by considering the physical properties of each fuel. That is, the central processing unit 50 not only processes commands for signals from the input unit 30, but also has the function of automatically switching from gas fuel to gasoline fuel depending on the situation such as sudden acceleration or power loss, and setting the currently used fuel. Two methods are independently applied to implement the function of automatically switching to gasoline or gas fuel as the corresponding fuel when gasoline or gas fuel is insufficient. In addition, the use section of gasoline fuel or gas fuel is implemented as a logic gate (LOGIC) according to the rotation amount of RPM for each zone, and it is implemented so that it can be switched from gas fuel to gasoline fuel when knocking occurs.

According to the present invention, the output unit 60 interacts with the central processing unit 50 to control the injection timing of gasoline fuel and gas fuel. The output unit 60 is an interface circuit that processes the output signal of the central processing unit 50 to operate the gas ECU 100, and controls the injection timing of gasoline fuel and gas fuel in conjunction with the central processing unit 50. . This output unit 60 receives commands from the central processing unit 50 as shown in FIG. 2 and adjusts the injection timing of gasoline fuel and gas fuel. A detailed description of this will be provided later.

At this time, according to the detailed configuration of the present invention, the output unit 60 controls the solenoid valve to supply gaseous gas fuel while adjusting the injection timing of gasoline fuel and gas fuel, and detects gas leakage of the input unit 30 and It is characterized by being interoperable. The output unit 60 interacts with the central processing unit 50 to control the injection timing of gasoline fuel and gas fuel. In particular, the injection timing through the injector (INJECTOR) of gasoline fuel and the injection timing through the injector (Injector) of gas fuel. A multi-channel output port that can be linked is applied to detect and control gas leaks in the input unit 30 while controlling the injection timing and controlling the solenoid valve that controls the supply of gaseous fuel. That is, when a signal is transmitted from the detection sensor to the gas ECU (100) in the event of a gas fuel leak, the gas ECU (100) displays the gas leak through an alarm (auditory), lamp (visual), etc. according to logic to alert the driver to a dangerous situation. The notification is implemented so that the gas fuel used at the same time can be switched automatically or manually.

According to the present invention, the memory unit 70 is provided with a flash memory 75 to store data of the input unit 30 in conjunction with the central processing unit 50. The memory unit 70 plays the role of changing or storing programmed logic gates (LOGIC), and is interconnected with the central processing unit 50 to change or store return data to improve the function of the product. ) is used. This flash memory 75 is changed and stored using a communication unit 80, which will be described later, in order to interoperate with the central processing unit 50.

According to the present invention, the communication unit 80 can be controlled from a PC or terminal 85 to enable remote control and monitoring in conjunction with the central processing unit 50 and the mode conversion switch 83 for gasoline fuel or gas fuel. Be prepared to do so. The communication unit 80 interoperates with the central processing unit 50 and performs a wired/wireless communication function to enable self-data storage with external devices, that is, the mode conversion switch 83 through the fuel mode conversion software module. By selecting any one of gasoline fuel, gas fuel, and BI-FUEL (combined fuel combustion method that automatically switches to gasoline fuel or gas fuel), driving and remote removal or communication with a PC or terminal 85 for monitoring Perform. In addition, due to the nature of the ship, the communication unit 80 adopts the RS-422/485 method, which is a standard interface for serial data transmission, in a wired manner to prevent noise due to the separation distance between the engine and the wheelhouse and linkage with various devices, while wirelessly They are configured to interoperate with each other by pairing via Bluetooth, and an operating record self-diagnosis device (OBD) is also applied to link with general-purpose communication methods. This OBD monitors all systems related to exhaust gas and evaporative gas throughout the entire driving range, and when a failure occurs in the monitored systems, the failure details are stored in the flash memory (70) of the memory unit 70 by the communication unit 80. 75), data such as error occurrence, abnormal operation of the input unit 30 and output unit 60, and gas detection history are stored.

In addition, the gas ECU 100 composed of the above configurations of the present invention is capable of cold starting with gas fuel (LPG, CNG, LNG, etc.) while minimizing standby power consumption, and can operate on gasoline fuel, gas fuel, and BI-FUEL (gasoline fuel). Controls operation by selecting either fuel or gas fuel (combined fuel combustion method that automatically switches to gas fuel). The gas ECU 100 consists of the above components, and conventionally supports only gasoline and BI-FUEL, but the present invention adds a gas mode to enable cold starting of a single gas fuel. In other words, the gas ECU 100 enables cold starting with gas fuel and controls operation by selecting one of gasoline fuel, gas fuel, and BI-FUEL (a dual fuel combustion method that automatically switches to gasoline fuel or gas fuel). To this end, BI-FUEL (combined fuel combustion method) adds the LOGIC function required for cold starting using gas fuel to improve the above-mentioned limited use, not only eliminating the need to keep gasoline fuel at all times, but also eliminating the need to keep gasoline fuel in the engine. It can be performed without a preheating process. Accordingly, the gas ECU 100 is capable of cold starting and performs BI-FUEL (Bi-FUEL) operation to automatically switch to gasoline fuel or gas fuel as needed. At this time, gas fuel refers to other marine gas fuels such as LPG, CNG, and LNG.

In addition, the gas ECU (100), although not shown in the drawing, reflects the material and molding structure considering the marine environment, that is, it is installed inside the gas ECU (100) in consideration of the marine environment consisting of waterproofing, dustproofing, and high humidity. There is a need to protect the PCB board. Accordingly, the gas ECU 100 forms the case with engineering plastics and then primarily molds the inside of the case with polyurethane to respond to moisture resistance, insulation resistance, and dust resistance, and at the same time, the primary molding It would be desirable to apply secondary molding with epoxy resin to prevent damage or cracks due to ductility and external forces.

As such, the present invention is a gas ECU system that controls the selective use of gasoline or gas fuel in the gasoline engine of an existing ship, and is applied to a ship with an existing gasoline engine to control gas fuel while maintaining the original characteristics of the gasoline engine. It is not only measured with separate sensors by the gas ECU system, but also can be linked to various input/output ports for safety. It minimizes standby power consumption when the engine is not running and enables automatic fuel switching for high output considering the physical properties of each fuel. Initial start and operation with city gas fuel is possible, ensuring smooth driving and operation with optimal engine performance and fuel efficiency, and enabling wired and wireless communication with external devices for remote control and monitoring, allowing self-data storage.

The present invention is not limited to the described embodiments, and it is obvious to those skilled in the art that various modifications and changes can be made without departing from the spirit and scope of the present invention. Therefore, it should be said that such variations or modifications fall within the scope of the patent claims of the present invention.

1: Gasoline engine 2: Gasoline ECU
10: Power management unit 11: Battery
13: DC power 15: Management circuit
17: Ignition switch 18,19: Connection circuit
20: power supply unit 22: power bank
25: Auxiliary power unit 30: Input unit
43: ADC 40: conversion unit
50: central processing unit 55: CPU
60: output unit 70: memory unit
75: Flash memory 80: Communication department
100: Gas ECU

Claims (5)

In the gas ECU system that controls the selective use of gasoline fuel or gas (LPG, CNG, LNG) fuel in the ship's gasoline engine (1):
The management circuit (15) is supplied with power from the battery (11) and DC power (13) to use both constant power and ACC power, and is connected directly from the battery (11) or to the ignition switch (17) regardless of polarity. A power management unit (10) having connection circuits (18) and (19) for use;
An auxiliary power unit 25 including a power bank 22 composed of a portable power device that supplies power in conjunction with the power management unit 10, and a power supply unit 20 that receives and distributes power from the power management unit 10. );
An input unit 30 that receives power from the power supply unit 20 and transmits the injector signal of the gasoline ECU 2 and signals about various information about the gas fuel supplied to the gasoline engine 1;
A conversion unit 40 including an ADC 43 that interoperates with the input unit 30 to convert the injector signal of the gasoline ECU 2 and various gas information signals from electrical analog signals to digital signals;
A central processing unit 50 including a CPU 55 to process commands for signals from the input unit 30 in conjunction with the conversion unit 40;
An output unit 60 that controls the injection timing of gasoline fuel and gas fuel in conjunction with the central processing unit 50;
a memory unit 70 including a flash memory 75 to interoperate with the central processing unit 50 to store data of the input unit 30; and
A communication unit (80) that is interoperable with the central processing unit (50) to enable control from a PC or terminal (85) to enable remote control and monitoring along with mode conversion (83) of gasoline fuel or gas fuel. This is done including,
The central processing unit 50 determines the situation of rapid acceleration and power reduction based on the signal from the input unit 30, automatically applies the automatic conversion and setting function from gas fuel to gasoline fuel, and switches to gasoline fuel or gas, which is the currently used fuel. In case of lack of fuel, an automatic switching function is applied to gasoline fuel or gas fuel, and knocking is implemented by implementing the use section of gasoline fuel or gas fuel as a logic gate according to the rotation amount of RPM for each zone. It is implemented so that it can be converted from gas fuel to gasoline fuel when an outbreak occurs.
The output unit 60 controls the solenoid valve to supply gaseous fuel while adjusting the injection timing of gasoline fuel and gas fuel, and can be linked to the gas leak detection of the input unit 30,
The gas ECU (100) is capable of cold starting with gas fuel (LPG, CNG, LNG, etc.) while minimizing standby power consumption, and has dual fuel combustion that automatically switches between gasoline fuel, gas fuel, and BI-FUEL (gasoline fuel or gas fuel). A gas ECU system that controls the gas fuel of a marine gasoline engine, characterized in that it controls the operation by selecting one of the following methods. According to paragraph 1,
The input unit 30 includes an injector injection signal from the gasoline ECU 2, RPM information of the gasoline engine 1, an ignition timing signal, a map signal for measuring air pressure, a gas temperature and pressure signal, A gas ECU system that controls the gas fuel of a marine gasoline engine, characterized in that it transmits a signal for one or more information among a coolant temperature signal, a gas remaining amount signal, and a gas leak detection. delete delete delete

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