KR19990075726A - Test apparatus of diesel engine fume filter system - Google Patents

Abstract

The present invention relates to a diesel engine particulate filter system test apparatus for diagnosing whether each of the actuators provided in the diesel engine particulate filter system is driven, the apparatus including a plurality of keys for testing the driving of the actuator and corresponding to a user's key operation. A key input unit for generating a key signal; A storage unit in which command codes corresponding to each of the plurality of keys provided in the key input unit are preset and stored; A microcomputer searching for a command code corresponding to a key signal generated from the key input unit from the storage unit and generating a transmission signal corresponding to the found command code; By providing a diesel engine particulate filter system test apparatus comprising a connection unit for providing the transmission signal of the microcomputer to the ECU of the diesel engine particulate filter system, the respective paths (mechanical and electrical) of each actuator provided in the DPF system are provided. By identifying the abnormality, there is an effect that can facilitate diagnosis and repair of the DPF system.

Description

Test apparatus of diesel engine fume filter system

The present invention relates to a test apparatus of a diesel engine particulate filter system (hereinafter, abbreviated as "DPF system"), and more particularly, to the operation of each of the plurality of actuators provided in the protection device of the DPF system. A test apparatus for a diesel engine particulate filter system for checking the condition.

In general, a diesel vehicle sucks air into a cylinder of a diesel engine (hereinafter referred to as an "engine"), compresses the air to a high temperature and high pressure by a piston, and then ignites The explosion power of the engine, which is generated by injecting excellent diesel oil, is driven by the power source. At this time, the engine is about 200 ~ 300 ℃ exhaust gas is generated as the fuel is burned, such exhaust gas contains a large amount of soot by incomplete combustion of the fuel. Since the soot is suspended in the atmosphere as a main component of carbon particles of about 0.1 to 0.3 m, it is sucked into the lungs of the human body and causes various diseases. Therefore, the soot in the vehicle exhaust gas must be removed.

To this end, it is better to suppress the generation of soot by improving the engine design technology, but in this case, since the generation of nitrogen oxides is increased, the soot aftertreatment method for purifying the already generated soot will be more practical. This soot post-treatment method is achieved by using the characteristic that carbon particles, the main component of soot, are oxidized at about 500 ° C. to a carbon dioxide (CO ₂ ) gas state.

Hereinafter, with reference to the accompanying Figure 1 will be described in brief with respect to the smoke purification method using a DPF system.

1 is a block diagram illustrating a general DPF system and an MDU. Referring to FIG. 1, a general DPF system includes an engine 110, a flow path changing unit 120, a filter unit 130, a muffler 140, and a sensor unit. 150, an air supply unit 160, a filter regeneration unit 170, an electronic control unit (ECU) 180, a warning unit 190, and an exhaust pipe V1, V2, V3, V4, and V5. By the operation of each individual function is as follows. At this time, the dotted line in Fig. 1 is an exhaust pipe through which the exhaust gas flows, and the solid line represents the detection signal, the drive signal, and the control signal from various sensors.

First, when the engine 110 starts to operate at a predetermined rotation speed, the RPM sensor S1 provided in the sensor unit 150 detects the rotation speed N of the engine 110 and detects the rotation speed N of the engine 110. The detection signal corresponding to N) is provided to the ECU 180.

Meanwhile, the exhaust gas generated according to the operation of the engine 110 is provided to the flow path changing unit 120 via the exhaust valve V1, and the flow path changing unit 120 filters the exhaust gas under the control of the ECU 180. Optionally provided to any one of the first filter 130A, the second filter 130B and the muffler 140 of the unit 130. That is, the flow path changing unit 120 includes the first filter valve A1, the second filter valve A2, and the bypass valve A3, and thus the first filter valve ( By selectively opening only one of A1), the second filter valve A2 and the bypass valve A3, exhaust gas is discharged to any one of the first filter 130A, the second filter 130B and the muffler 140. Optionally provide.

On the other hand, by the opening of the 1st filter valve A1 or the 2nd filter valve A2, the exhaust gas provided to the 1st filter 130A and the 2nd filter 130B is 1st filter 130A, After the particulate soot contained in the exhaust gas is filtered by the porous wall of the second filter 130B, the particulate soot contained in the exhaust gas is provided to the muffler 140 via the exhaust pipe V3, and is then soot purified by the three-way catalyst of the muffler 140. It is discharged to the outside. At this time, the pressure of the exhaust pipe V2 will gradually increase, and the pressure of the exhaust pipe V3 will decrease due to the collection of particulate soot by the porous wall of the filter unit 130, that is, the filtering, and the pressure of the exhaust pipes V2 and V3 will be reduced. The change will be provided to the ECU 180 after being sensed by the first pressure sensor S 2 and the second pressure sensor S4.

In addition, when the bypass valve A3 is opened, the exhaust gas provided through the exhaust pipe V1 is directly provided to the muffler 140 via the exhaust pipe V4 without undergoing a filtering operation in the filter unit 130. After only the exhaust purification through the muffler 140, it is discharged to the outside. In this case, when the bypass valve A3 is opened, an error occurs in the DPF system. When the bypass valve A3 is controlled to be opened in this manner, the ECU 180 includes a lamp provided in the warning unit 190. By driving control of the drive part A4, a lamp (not shown) is turned on.

While the above operation is in progress, the ECU 180 refers to the information provided from the RPM sensor S1, the first pressure sensor S2, and the second pressure sensor S4 to determine whether the filter regeneration time is reached. If it is determined that the filter regeneration time is reached, the air supply unit 160 is controlled to supply air to the filter unit 130, and the filter regeneration unit 170 is regenerated and controlled to perform the filter regeneration operation.

In this case, the air supply unit 160 includes an air supply valve A5 and a motor and a motor driving unit (not shown). The air supply valve A4 is opened by the control of the ECU 180, and the motor driving unit (not shown). By rotating the motor (not shown) to drive the air (not shown), air from the outside is supplied to the filter unit 130 through the exhaust pipe V5.

In addition, the filter regeneration unit 170 may be connected to a switching unit including a first relay A6 and a second relay A7 and a plurality of switches (for example, transistors) included in each relay and the respective switches. The heater and the heater driver (not shown) are sequentially driven by the control of the ECU 180 to burn particulate soot trapped in the porous wall of the filter unit 130. In this case, the ECU 130 may control the regeneration degree of the filter regeneration unit 170 of the filter unit 130 by referring to the temperature in the filter unit 130 sensed by the temperature sensor S3.

By the above-described operation, the particulate filter operation in the diesel engine is performed. Since the above-described DPF system is formed by mutual coupling of electrical and electronic components and mechanical engineering components, the electrical and electronic operation of the overall DPF system There is no abnormality, but a normal operation may also occur due to mechanical problems.

However, as described above, each of the actuators A1 to A7 provided in the DPF system is automatically controlled by the ECU 180, so that each of the actuators A1 to A7 can be individually driven to diagnose the system.

Accordingly, the present invention has been made in view of the above-mentioned point, and an object of the present invention is to provide a test apparatus of a DPF system that can find the error portion of the DPF system by individually driving various actuators provided in the DPF system. .

In order to achieve the above object, in the present invention, a plurality of actuators and a plurality of actuator drivers for driving each of the actuators individually, and an ECU (Elrectronic Control Unit) for driving control of each of the plurality of actuator drivers A diesel engine particulate filter system test apparatus for diagnosing a diesel engine particulate filter system, comprising: a key input unit having a plurality of keys for testing driving of the actuator and generating a key signal corresponding to a key operation of a user; A storage unit in which command codes corresponding to each of the plurality of keys provided in the key input unit are preset and stored; A microcomputer searching for a command code corresponding to a key signal generated from the key input unit from the storage unit and generating a transmission signal corresponding to the found command code; Provided is a diesel engine particulate filter system test apparatus comprising a connection portion for providing the transmission signal of the microcomputer to the ECU of the diesel engine particulate filter system.

1 is a block diagram showing a typical diesel engine particulate filter system and MDU,

FIG. 2 is a block diagram showing a constituent member of a diesel engine particulate filter system linked to a test apparatus and a test apparatus of a diesel engine particulate filter system according to a preferred embodiment of the present invention. FIG.

<Description of the code | symbol about the principal part of drawing>

110: engine 120: euro change unit

130: filter unit 140: muffler

150 sensor unit 160 air supply unit

170: filter regeneration unit 180: ECU

190: warning unit 200, 200A: MDU

210, 210A: key input 220, 220A: microcomputer

230, 230A: Connection 240, 240A: Storage

250: display unit

A1, A2, A3, A4, A5, A6, A7: Actuator of DPF system

D1, D2, D3, D4, D5, D6, D7: Actuator of A1, A2, A3, A4, A5, A6

S1, S2, S3, S4: Sensor V1, V2, V3, V4, V5: Exhaust Pipe

The above and other objects and various advantages of the present invention will be more clearly understood by the following description with reference to the accompanying FIG. 2. In this case, the same drawings will be used for constituent members provided in the above-described general DPF system to prevent confusion.

FIG. 2 is a block diagram illustrating a constituent member of a diesel engine particulate filter system linked to a test apparatus and a test apparatus of a diesel engine particulate filter system according to a preferred embodiment of the present invention. In this case, as shown in FIG. 1, the dotted line illustrated in FIG. 2 is an exhaust valve through which exhaust gas flows, and the solid line indicates detection signals, driving signals, and control signals from various sensors.

Referring to FIG. 2, the apparatus for protecting a DPF system according to the present invention includes a key input unit 210A, a microcomputer 220A, a storage unit 230A, and a connection unit 240A, and individual functions thereof are as follows. .

First, the key input unit 210A includes a test start key, a test key corresponding to each of the actuators of the DPF system, and a reset, and generates a key signal corresponding to a user's key operation, and generates the generated key signal. Provide a signal to the microcomputer 220A.

The microcomputer 220A retrieves the command code corresponding to the key signal applied from the key input unit 210A from the storage unit 230A, generates a transmission signal corresponding to the retrieved command code, and connects the generated transmission signal to the connection unit. Via 240A to the ECU 180 in the DPF system.

In the storage unit 230A, command codes corresponding to each of the key signals generated from the key input unit 100 may be stored in a predetermined state. In this case, the command code may include a test start code, a test command code corresponding to each actuator test key, and a reset command code for stopping the test command.

The connection unit 240A is a means for providing a signal generated from the microcomputer 220A to the ECU 180 provided in the DPF system. The connection unit 240A is a pair of male and female connection units (not shown) provided in the ECU 180. That is, if the connection part (not shown) provided in the ECU 180 is composed of a male connector formed of a plurality of pins (for example, 9 pins, etc.), the connection part 240A is connected to the male connector. A female connector having a hole corresponding to the formed pin will be formed, and the transmission signal generated by the microcomputer 220A is provided to the ECU 180.

On the other hand, in the preferred embodiment of the present invention, since the above-described DPF system test apparatus 200A has a similar component to the MDU (Monitor & Diagnostic Unit) 200 shown in FIG. will be. That is, the MDU is a device for monitoring the information provided from the ECU 180 through the display unit 250, storing the monitored information, and analyzing the stored information by using a personal computer (PC). Control of information transmission (transmission and reception) through the connection unit 230 based on the operation key signal from the key input unit 210 and the key input unit 210 for generating various operation key signals corresponding to the key operation of The microcomputer 220 performing display control for displaying information and writing control for storing the received information in the storage unit 240, and a connection unit 230 for transmitting and receiving information between the ECU 180 and the microcomputer 220. And a storage unit 240 for storing the information transmitted from the ECU 180 and a display unit 250 for displaying the information transmitted from the ECU 180. The DPF system test apparatus according to the present invention is provided. Each sphere It would also be in the constituent members of the MDU (200) and a corresponding member, in addition to the function for carrying out the present invention, constituting the DPF system testing apparatus according to the present invention and the MDU (200) to combine.

Hereinafter, an operation process of the above-described DPF system protection device will be described in detail. In this case, the present invention will be described using a DPF system having seven actuators A1 to A7 and seven driving units D1 to D7 for driving each of them.

First, the connection part 240A provided in the DPF system protection apparatus and the connection part (not shown) added to the ECU 180 of the DPF system are connected.

Subsequently, when the user operates the test start key provided in the key input unit 210A, the key input unit 210A generates a test start key signal corresponding to the user's key operation, and converts the generated test start key signal into a microcomputer ( 220A).

The microcomputer 220A receiving the test start key signal from the key input unit 210A retrieves a command code corresponding to the test start key signal from the storage unit 230A, and generates a transmission signal corresponding to the test start signal. The generated transmission signal is provided to the ECU 180 via the connection portion 240A. At this time, the test start signal is a kind of interrupt signal, and the ECU 180 receiving the transmission signal corresponding to the test start signal from the microcomputer 220A through the connection unit 240A stops controlling the overall DPF system. After receiving the transmission signal from the microcomputer 220A through the connection unit 240A.

Then, when the user operates any one of the test keys T1 to T7 provided in the key input unit 210A, for example, when the test key T1 corresponding to the actuator A1 is operated, the key input unit 210A is the user's T1 key. A T1 test signal corresponding to the operation is generated, and the generated T1 test signal is provided to the microcomputer 220A.

The microcomputer 220A receiving the T1 test key signal from the key input unit 210A retrieves a command code corresponding to the T1 test key signal from the storage unit 230A, and generates a transmission signal corresponding to the retrieved command code. The ECU transmits the generated transmission signal to the ECU 180 through the connection unit 240A. In this case, the command code corresponding to the test key signals of T1 to T7 may be preset as a command for temporarily driving the corresponding actuator.

On the other hand, the ECU 180 receiving the transmission signal such as the command nose corresponding to the T1 test signal from the connection unit 240A generates a drive control signal for driving the drive unit D1 of the actuator A1, and the drive unit D1 of the actuator A1 is the ECU. Drive control of 180 will drive actuator A1. At this time, since the actuator A1 is the bypass valve A1 provided in the flow path changing unit 120, the user may determine whether an abnormality occurs in the operation path (electrical or mechanical) of the actuator A1 depending on whether the bypass valve A1 is opened. I can figure it out.

Subsequently, when the reset key provided in the key input unit 210A is operated, it is transmitted to the ECU 180 in the same process as the above-described test key signal, and the ECU 180 provided with the reset key drives the actuator A1 which was being driven. The driver D1 of the actuator A1 is controlled to stop, while receiving the next test signal.

By the above-described process, it is possible to determine whether or not an abnormality in the operating paths (electrical and mechanical) occurs for the actuators A1 to A7.

For each actuator of the DPF system, it is possible to easily diagnose and repair the DPF system by identifying the abnormality of individual paths (mechanical and electrical).

Claims (2)

Diesel engine for diagnosing a diesel engine particulate filter system having a plurality of actuators and a plurality of actuator drives for individually driving each of the actuators, and an ECU (Elrectronic Control Unit) for driving control of each of the plurality of actuator drives As a soot filter system test device, A key input unit including a plurality of keys for testing driving of the actuator and generating a key signal corresponding to a user's key operation; A storage unit in which command codes corresponding to each of the plurality of keys provided in the key input unit are preset and stored; A microcomputer searching for a command code corresponding to a key signal generated from the key input unit from the storage unit and generating a transmission signal corresponding to the found command code; And a connecting portion for providing the transmission signal of the microcomputer to the ECU of the diesel engine particulate filter system. The method of claim 1, The diesel engine particulate filter system test apparatus is a diesel engine particulate filter system test device, characterized in that the addition to the MDU (Monitor & Diagnostic Unit).