KR20000074074A - Light controller using hybrid - Google Patents

Abstract

PURPOSE: An ignition control system is provided to loosen wire harness and reduce weight of wire. CONSTITUTION: A system comprises a battery(1) for outputting DC power, a knock sensor(2) installed at an outer wall between cylinders and which senses pressure change within a cylinder, an inlet air sensor unit(3) for sensing the amount of inlet air as an important information for determining ignition timing, a transfer switch(4) to which an information for sensing the location of transmission stage is input, an exhaust gas sensor(5) for sensing exhaust state of noxious gas in accordance with deterioration of engine efficiency, a crank shaft sensor(6) for sensing the location of a crank by dividing a rotational axis by approximately 60 using a hole sensor so as to control ignition timing, a cam shaft sensor(7) for judging cylinder, a hybrid module unit(10) for performing CAN communications and which has an arrangement to be easily mounted to the engine, an ignition coil(20) for producing a voltage of 30KV required for engine ignition, and an ignition distributor(21) for distributing the boosted voltage of 30KV to each of the cylinders.

Description

Ignition control device using hybrid {Light controller using hybrid}

The present invention is applicable to gas range ignition control of gas equipment, ship / aircraft ignition control device / failure diagnosis device / CAN communication device of industrial equipment, engine ignition timing control device / failure diagnosis device / CAN communication device of electrical equipment In particular, the present invention relates to an ignition control device using a hybrid that has a learning ability, performs CAN communication to reduce wire harness, and is easy to install in an engine compartment.

In the conventional ignition timing control, the ignition timing is linked with the rotational speed or the load of the engine, and a SPARK-ADVANCE MECHANISM is required to perform this.

Conventionally, the ignition control timing is controlled only by a Hall sensor or an induction sensor mounted on the trigger wheel linked to the distributor board.

Conventionally, the position of these sensors is attached to each engine in the engine room, and the ECU is attached to the cabin, requiring long wire hardware from dozens of sensors. To install this wire harness, the automobile manufacturer requires a lot of manpower and assembly labor. In addition, noise and surge generated during engine internal combustion period and ignition are introduced through long wires, causing a number of problems.

In the conventional ignition timing control method, the ignition timing is controlled only through the sensor of the trigger wheel linked to the switchboard, and thus, the important parameters that can increase the engine efficiency such as the pressure of the intake manifold, the gear shift stage, the state of the exhaust sensor, the crankshaft sensor, and the camshaft sensor It could not be controlled considering the engine's rotation, and it was difficult to achieve the maximum efficiency of the engine by controlling the engine's rotation and the output linked to the load in a rough manner.

In addition, the conventional ignition timing control device is composed of an ignition drive device, an EMS, an advance control actuator, a trigger wheel sensor, etc., and a mechanical actuator is required for ignition timing control, which not only increases the volume but also precise control due to mechanical errors. It was difficult in terms of development period because it was difficult to install, and there was a lot of unnecessary labor in terms of volume / weight, assembly, etc., and new machinery was developed to cope with new development and tuning process.

The present invention has been made to solve such a conventional problem, and an object of the present invention is to separate the ignition control function from the injection control function and the ignition timing control function among the main functions of the engine in terms of improving assembly performance. Developed as a hybridized module type in the inside, pursuing small size and light weight, minimizing the length of wire by receiving the sensor signal in the engine directly from the ignition device and reducing the number of wires through CAN communication with injection control unit and other units It is for.

In addition, the present invention is to enable the assembly as possible irrespective of the wire wiring to significantly reduce the labor savings.

In addition, in terms of improving reliability, high-pressure surges induced from the engine noise and surge ignition signals flowing into the wire are extinguished by the ignition control device, so that only the accurate information inputted is transmitted to other units through CAN data communication to maximize durability.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of an ignition control device of the present invention.

<Explanation of symbols for main parts of drawing>

1: battery 2: rust sensor

3: suction air detection unit 4: transmission switch

5: Exhaust gas sensor 6: Crankshaft sensor

7: Camshaft sensor 8: Ground

10: hybrid module unit 11: power supply unit

12: amplifier control unit 13: first signal control unit

14: microcomputer 15: external memory

16: mode selector switch 17: second signal control unit

18: ignition output unit 19: full can

20: ignition coil 21: ignition distributor

25: canvas

1 is a block diagram of the present invention, a battery (1) for outputting a DC power, a rust sensor (2) installed on the outer wall between the cylinder and the cylinder to detect the pressure change in the cylinder, and necessary to determine the ignition timing As the main information, the intake air detection unit 3 for detecting the intake air amount (intake air mass), the transfer switch 4 for inputting the information for detecting the position of the shift stage, and the exhaust of environmentally harmful gas due to the decrease in engine efficiency Exhaust gas sensor (5) for detecting the state, crankshaft sensor (6) for detecting the position of the crank by dividing the rotating shaft by about 60 equal parts using the hall sensor to control the ignition timing, and detection for discriminating the cylinder Camshaft sensor (7) as a sensor, the hybrid module unit 10 for CAN communication and easy mounting on the engine, ignition coil (20) which is a transformer for boosting voltage to make a voltage of 30KV necessary for engine ignition; , 30KV W It is composed of an ignition distributor 21 which is a distributor that distributes the pressed voltage to each cylinder.

In addition, the hybrid module 10, the power supply unit 11, which is a stabilized power supply stage for converting the voltage supplied from the battery 1 to a stable voltage required for the microcomputer or sensor, input and output circuits, and the rust sensor The amplifier control unit 12 that amplifies the signal and the reference voltage in phase with the sensor in order to reduce the error caused by the difference of the input sensing voltage caused by the change in the power supply voltage of the sensor and the phase when the power supply voltage fluctuates The first signal control unit 13 and the second signal control unit 17 to transmit the same A / D switching value to the microcomputer regardless of the change in the power supply voltage. Find and control the point where the efficiency of the engine works to the maximum in the ignition characteristic diagram (3D MAP) input to the microcomputer according to the conditions, and continuously feed information from the sensor to understand the engine status. A microcomputer 14 that receives control and outputs control outputs according to conditions and conditions, an external memory 15 connected to the microcomputer 14 to store various faults, a mode selection switch 16 for selecting a mode, The ignition output unit 18, which makes the voltage necessary for engine ignition by the control of the second signal adjusting unit 17, and the ignition timing controller and injection control unit which distinguishes the main functions of the engine, are put in a communication protocol. It consists of a full can 19 which is a device that sends a lot of control information and data on the ignition state.

In the drawings, reference numeral 8 denotes a ground, 22 a speed, 23 a camshaft reference signal, 24 a fault diagnosis, and 25 a can bus.

However, the microcomputer 14 has an A / D converter for converting analog signals input from various sensors into digital signals recognizable by the microcomputer.

Referring to the operation of the present invention configured as described above is as follows.

First, power is supplied from the battery 1 to the power supply unit 11 of the hybrid module 10, and operating power is supplied to the microcomputer 14.

In this state, the pressure change in the cylinder is detected by the rust sensor 2 installed on the outer wall between the cylinder and the cylinder. The sensed waveform is amplified by the amplifier control unit 12 and shaped into a waveform recognizable by the microcomputer 14. Is entered.

Therefore, the microcomputer 14 processes the signal input from the rust sensor 2 to determine whether it is rusted. At this time, the rust limit of the engine is not a fixed amount but varies from time to time according to the state of the engine.

If rust is detected, the ignition timing is perceived, and in the absence of rust, the ignition timing is taken back to advance to the rust limit, and the control to optimize the engine efficiency is performed, which is computed, determined, and output from the microcomputer 14.

In addition, the intake air detector 3 performs a function of detecting an intake air amount (intake air mass) as main information necessary to determine the ignition timing, and the load and rotation of the engine in the microcomputer 14 through the signal information. Determine the speed.

In general, the engine speed signal can be obtained from the distributor, but for accuracy, information is obtained from the speed sensor and top dead center sensor installed near the flywheel.

In addition, the transfer switch 4 inputs the information for detecting the position of the gear shift stage to the microcomputer 14, and the exhaust gas sensor 5 detects the exhaust state of environmentally harmful gas due to the deterioration of the engine efficiency.

In addition, the crankshaft sensor 6 detects the position of the crank by dividing the rotation axis by about 60 degrees using a hall sensor to control the ignition timing, and the camshaft sensor 7 performs the detection for the determination of the cylinder.

Accordingly, the output signal of the intake air detector 3, the transfer switch 4, the exhaust gas sensor 5, the crank shaft sensor 6, and the camshaft sensor 7 is the first signal controller 13. In order to reduce the error caused by the difference of input sensing voltage caused by the change of the power supply voltage of the sensor, it is set as the reference voltage in phase with the sensor.When the power supply voltage fluctuates, the reference voltage fluctuates in the same phase. Irrespective of this, the same A / D conversion value is transmitted to the microcomputer 14.

On the other hand, the microcomputer 14 receiving the signal from the first signal control unit 13 is the engine in the ignition characteristic diagram (3D MAP) previously input to the microcomputer 14 in accordance with the load condition and the rotational speed of the engine It performs dynamics to find the point where the efficiency of maximally works and to control. It also outputs the control signal suitable for the condition and condition by continuously feeding back information from the sensor to understand the state of the engine.

That is, the microcomputer 14 checks the power supply power fluctuation function, detects the fluctuation amount of various sensors, determines the state of the engine, and outputs the optimal control output, and checks the status of various sensors / actuators to determine whether there is a failure and diagnose the failure. Output function, thrust compensating control signal according to temperature change, green control output function, optimum ignition timing control output function, communication with fault diagnosis, MUT, direct data communication with injection control device, It performs the function of CAN communication, the function of judging the wear / aging variation of various sensors / actuators and the compensation based on the learned result, the function of performing the compensated output selected according to the engine specification according to the input selected by the mode selection switch 16, etc. do.

Here, an external memory 15 is connected to the microcomputer 14 to store various faults.

On the other hand, the output signal of the microcomputer 14 is input to the second signal control unit 17 to compensate for the A / D conversion value generated by the change in temperature A / D conversion at room temperature using a dummyster A function of minimizing an error with a value is performed, and then an ignition control signal is input through the ignition output unit 18 to generate a voltage necessary for engine ignition, and at this time, the primary side of the ignition coil 20 It will drive a 400V control output.

Then, the ignition coil 20 creates a voltage of 30 KV necessary for ignition of the engine, and distributes the boosted voltage of 30 KV to each cylinder through the ignition distributor 21.

In addition, the output signal of the second signal control unit 17 is a failure diagnosis signal 24 for enabling a failure diagnosis through communication with the rotational speed 22 of the engine, the camshaft reference signal 23, and the multi-user test. )

On the other hand, when a signal is sent to the full can 19 through the CAN bus 25, which is a communication line for performing CAN communication, the full can 19 is contracted to an ignition timing control device and an injection control unit that distinguish the main functions of the engine. It transmits a lot of control information and ignition status on the established communication protocol.

The present invention is not limited to the above embodiments, and a technique of processing a hybridized or ASIC-modulated module by multiplexing a portion having the most input / output information to reduce wire hardness can be applied to any part of an electronic device. According to the application method of principle, the scope of application is infinite and can be used for industrial equipment such as COPY M / C, PC, PRINT, and electronic parts such as multi-switch, door module, AV & NAVI system.

As described above, the present invention can reduce the wire hardness to about 14 wires, reduce the weight of the wire, reduce the hardness inside the engine room, shorten the vehicle wiring assembly labor, test / failure diagnosis / repair It can save more than 95%.

In addition, M / C savings: $ 20 reduction, development time of ignition timing control device can be reduced by 70%, EMS can be rust controlled by improving engine efficiency and built-in rust control function, and module weight can be reduced by about 70%. In addition, it eliminates the need for an advancing device and an ignition pulse generator, saves other module manufacturing labor for hybrid / ASIC, and maximizes automation efficiency.

Claims (2)

Battery to output DC power, A rust sensor installed on the outer wall between the cylinder and detecting the pressure change in the cylinder; Intake air detection unit for detecting the intake air amount as the main information necessary to determine the ignition timing, A transfer switch for inputting information for detecting a position of a shift stage; An exhaust gas sensor for detecting an exhaust state of environmentally harmful gases due to a decrease in engine efficiency A crankshaft sensor that detects the position of the crank by dividing the rotation axis about 60 degrees using a hall sensor to control the ignition timing; Camshaft sensor which is a sensor for discriminating cylinders, Hybrid module unit for CAN communication and easy installation on the engine, Ignition coil which is a boost transformer for making voltage of 30KV necessary for engine ignition, An ignition control device using a hybrid, characterized in that it comprises an ignition distributor which is a distributor for distributing a boosted voltage of 30KV to each cylinder. The power supply unit of claim 1, wherein the hybrid module comprises: a stabilized power supply stage configured to convert a voltage supplied from the battery into a stable voltage required for a microcomputer, a sensor, and an input / output circuit; An amplifier controller for amplifying the signal of the rust sensor; In order to reduce the error caused by the difference of input sensing voltage caused by the change of sensor's power supply voltage, it is set as the reference voltage in phase with the sensor so that when the power supply voltage changes, the reference voltage changes to the same phase regardless of the change of power supply voltage. A first signal controller and a second signal controller for transmitting the same A / D conversion value to the microcomputer; It finds and controls the point where the efficiency of the engine works best in the ignition characteristics input to the microcomputer according to the load condition and the rotational speed condition of the engine, and continuously receives feedback information from the sensor to understand the state of the engine. Microcomputer that exports control output suitable for An external memory connected to the microcomputer and storing various faults; A mode selection switch connected to the microcomputer to select a mode; An ignition output unit which generates a voltage necessary for ignition of the engine by adjusting the second signal adjusting unit; An ignition control device using a hybrid, characterized in that it comprises an ignition timing control device that distinguishes the main functions of the engine and a pull can that transmits a lot of control information and ignition status data in a communication protocol contracted with an injection control unit.