KR20030076949A - Starting control method of a car for reducing HC emittion - Google Patents

Abstract

PURPOSE: A starting control method of a vehicle is provided to reduce the exhaust amount of unburned hydrocarbon by performing a normal fuel injection into each cylinder after heating the inside at a certain temperature. CONSTITUTION: After a setting step, An ECU(Electronic Control Unit,21) detects a fuel injection time of a first cylinder(11a) according to the rotating angle of a cam shaft(19) to be inputted from an encoder(20). The ECU stops the operation of a fuel injection valve(14) in the first cylinder. The ECU detects the fuel injection time of a third cylinder(11c) according to the rotating angle of the cam shaft and injects fuel into the third cylinder. The ECU detects the fuel injection time of a fourth cylinder according to the rotating angle of the cam shaft and stops the operation of the fuel injection valve in the fourth cylinder. The ECU detects the fuel injection time of a second cylinder(11b) according to the rotating angle of the cam shaft and injects the fuel into the second cylinder. This fuel skip cycle performs once to three times from the setting step as a starting point of a vehicle. After the fuel skip cycle, a normal fuel injection through each cylinder from the ECU is performed.

Description

Starting control method of a car for reducing HC emittion

The present invention relates to a vehicle start control method for reducing emissions of unburned hydrocarbons, and more particularly, in the process in which one or three engine cycles are operated from the start of the engine at the initial start or idle stop start of the car. The fuel injection into the inside of the cylinder is skipped, and the internal temperature of the cylinder where no fuel is injected is preheated by the heat of compression by the piston.In this way, the internal temperature of the cylinder is heated to a predetermined temperature, and then A method of controlling the starting of a vehicle for reducing the emission of unburned hydrocarbons that can reduce the amount of unburned hydrocarbons generated due to incomplete combustion of fuel during initial start-up or idle stop start-up of an automobile engine. It is about.

In general, gasoline engines used in automobiles compress a mixture of gasoline and air in a cylinder, and ignite and burn an electric flame-compressed mixer to reciprocate the piston with the explosive force generated by the combustion of the mixer. It is an ignition type reciprocating internal combustion engine, and in the case of a diesel engine, the air is compressed at a volume ratio of about 20 times inside the cylinder to raise the temperature of the combustion chamber to about 500 to 700 ° C, which is worse than gasoline and easily vaporized in a carburetor. It is a compression ignition type reciprocating internal combustion engine that injects petroleum fuels such as kerosene, light oil or heavy oil into the high-temperature, high-pressure air to spontaneously ignite and burn the fuel.

As described above, the gasoline engine and diesel engine used in automobiles are somewhat different in the ignition method, but inject the mixer or petroleum fuel at an appropriate ratio according to the output required inside each cylinder consisting of four or six cylinders. In this case, the internal combustion engine has a similar structure in that the fuel is sequentially burned in the combustion chamber of each cylinder, and the power is generated by rotating the crankshaft connected to the piston by the explosive force generated by the combustion of such fuel. Therefore, each engine has to smoothly burn fuel inside the cylinder to increase the output of the vehicle and the performance of the engine as well as reduce the amount of exhaust gas emitted from the vehicle.

As described above, the combustion of fuel generated from the cylinder of the automobile engine is performed relatively smoothly while the cylinder is sufficiently heated as in the driving of the automobile, but the inner wall of the cylinder and the engine such as the cold starting of the vehicle are In the state where the temperature of each component is lowered, the combustion of fuel is not performed smoothly inside the cylinder, which is relatively less related to the fuel mixing ratio of the exhaust gas and incomplete combustion due to the low temperature of the combustion chamber (misfire, Misfire). There was a problem that the emissions of unburned hydrocarbons (HC) greatly affected by) rapidly increased at the start of the car.

In particular, a recent engine has a large amount of fuel present in the liquid state at the port side so that fuel can be injected rapidly and continuously toward the rear of the valve when the intake valve is closed for the purpose of improving its startability. The liquid fuel flowing into the cylinder does not vaporize quickly due to the inner wall temperature of the lower cylinder, and most of the fuel collides with the piston head near compression top dead center, which not only adversely affects the starting ability of the vehicle, Some of the fuel condensed on the inner wall of the cylinder has a problem of greatly increasing the amount of unburned hydrocarbon (HC) due to incomplete combustion since the fuel starts vaporizing after the fuel is ignited (gasoline engine) and ignited (diesel engine). If some of the steam recondenses on the cold cylinder inner wall There was a problem that the emissions of unburned hydrocarbons (HC) are raised to a serious level.

In addition, due to the rapid spread of automobiles in recent years, traffic jams occur almost all the time, as well as commute and commute time, so that various factors such as traffic lights and traffic jams have not been taken since the car started. The vehicle is frequently stopped. Most high-fuel cars are equipped with an idle-stop system that automatically stops the engine 3 to 5 seconds after the vehicle stops to prevent unnecessary fuel waste. Therefore, the more fuel-efficient cars equipped with such a system, the more cold start the engine starts when the engine is not sufficiently heated, resulting in an increase in air pollution caused by the emission of unburned hydrocarbons (HC). There was a problem.

The present invention has been made to solve the above conventional problems, the vehicle start control method for reducing the emissions of unburned hydrocarbons according to the present invention is 1 to 3 from the start of the engine at the initial start or idle stop start of the car During the operation of the engine cycle, the injection of fuel into the inside of each cylinder is skipped, and the internal temperature of the cylinder in which no fuel is injected is preheated by the heat of compression by the piston. By heating the temperature to a certain temperature to ensure that normal fuel injection into the interior of each cylinder, it is possible to reduce the amount of unburned hydrocarbons generated by incomplete combustion of fuel at the initial start of the engine or idle start Let it be technical problem.

The present invention for achieving the above technical problem, to determine the starting and restarting state of the engine in the ECU, and after the step to enable the system to enable the ECU and at the same time read the output of the encoder In the setting step, after the setting step, the ECU detects the fuel injection timing of the first cylinder in accordance with the rotation angle of the camshaft input from the encoder to stop the operation of the fuel injection valve installed in the first cylinder A first fuel injection step of injecting fuel into the third cylinder by detecting a fuel injection timing of the third cylinder in the ECU according to the rotation angle of the camshaft after the first skip step and the first skip step; After the fuel injection step, the ECU detects the fuel injection timing of the fourth cylinder according to the rotational angle of the camshaft and operates the fuel injection valve installed in the fourth cylinder. After passing through the second skip step and the second skip step, the second fuel injection step of detecting the fuel injection timing of the second cylinder in the ECU according to the rotation angle of the camshaft to inject fuel to the second cylinder Therefore, one fuel skip cycle is performed, and the fuel skip cycle is performed one to three times from the setting step corresponding to the starting point of the vehicle, and then normal fuel injection through each cylinder from the ECU is performed. It features.

1 is a schematic view showing an experimental apparatus applied to the control method of the present invention.

2 is a flowchart showing a control method of the present invention.

3 is a graph showing a result of applying a fuel skip cycle under a coolant temperature of 30 ℃.

4 is a graph showing a result of applying a fuel skip cycle under a cooling water temperature of 50 ℃.

5 is a graph showing a result of applying a fuel skip cycle under a coolant temperature of 70 ℃ conditions.

FIG. 6 is a graph showing a result of applying a fuel skip cycle under a coolant temperature of 90 ° C. FIG.

7 is a graph showing the effect of reducing the emissions of unburned hydrocarbons according to the control method of the present invention.

<Explanation of symbols for main parts of drawing>

10 engine 11 cylinder 12 fuel tank

13 fuel supply pipe 14 fuel injection valve 15 spark plug

16 Exhaust Manifold 17 Valve Switch 18 Plug Switch

19: Camshaft 20: Encoder 21: ECU

22: air-fuel ratio sensor 23: piezoelectric pressure sensor 24: meter reading rod

25, 27, 28: amplifier 26: transducer 29: data acquisition device

S-1: setting step S-2: first skip step S-3: first fuel injection step

S-4: Second skip step S-5: Second fuel injection step SC: Fuel skip cycle

The present invention for achieving the above object will be described in detail with reference to the accompanying drawings.

Figure 1 is a schematic diagram showing an experimental apparatus applied to the control method of the present invention, Figure 2 is a flow chart showing a control method of the present invention, Figures 3 to 6 is the result of applying the fuel skip cycle under each cooling water temperature conditions 7 is a graph showing the emission reduction effect of unburned hydrocarbons according to the control method of the present invention.

First, the experimental apparatus used for the present invention, as shown in Figure 1, the dynamometer and the drive to enable the operation of the engine 10 itself in order to analyze the restart characteristics by the initial start and idle stop of the four-cylinder gasoline engine Of the fuel injection valve 14 and the cylinder 11 for injecting fuel from the fuel tank 12 to the interior of each cylinder 11 through the fuel supply pipe 13 with the connecting shaft of The operation of the spark plug 15 for burning fuel is controlled by an ECU 21 (electric control unit) connected to the switches 17 and 18, and the gasoline engine used in this experiment is used. The main points of are as shown in Table 1.

Table 1: Main items of experimental gasoline engine

subject Detail Engin type IL 4, DOHC Bore × Stroke (mm) (cylinder volume) 76.5 × 81.5 Compression ratio 9.5 Displacement Volume (cc) 1,498 Max. Power (PS / rpm) (maximum power) 100 / 6,000 Max. Torque (kgfm / rpm) (maximum output) 14.0 / 3,000 Valve Timing IVO (BTDC) / IVO (ABDC) EVO (BBDC) / EVC (ATDC) 8 CA / 42 CA 42 CA / 8 CA Starter (kW) 0.8

In addition, an encoder 20 (Encoder; Koyo Co., 360ppr) is installed on the camshaft 19 for the operation of the intake and exhaust valves so that the fuel injection timing to each cylinder 11 can be detected. One pulse is generated from the encoder 20 every °, i.e., every 1 ° rotational angle of the camshaft 19, and the pulse generated as described above is passed through the frequency-to-voltage converter 26 (FV Converter). The fuel injection valve 14 and the ignition plug 15 are detected by detecting the fuel injection timing of each cylinder 11 in the ECU 21 according to the input data by being input to the collection device 29 (Data Acquisition System). It is possible to selectively control the operation of.

In addition, in order to ensure consistency in the experimental conditions according to the start control method of the present invention, all the experiments were made at the suction top dead center of the fourth cylinder (11d) of the engine 10, the pressure in the cylinder 11 is fourth The data value measured from the piezoelectric pressure sensor 23 (Piezoresistive pressure sensor; Kistler, 6052 & 6517A) in the form of a spark plug installed in the cylinder 11d is passed through the amplifier 25 (Charge AMP). The pressure of the engine 10 can be measured, and the ignition timing, fuel injection timing, and air-fuel ratio of the engine 10 have not been arbitrarily adjusted, and the temperature of the coolant is controlled at the initial startup of the vehicle, that is, during cold startup or idle stop. In order to meet the same situation as when restarting by using a cooling water temperature controller (not shown) was adjusted to 30 ℃, 50 ℃, 70 ℃ and 90 ℃.

In addition, the unburned hydrocarbon discharged to the exhaust manifold 16 when the engine 10 is started and restarted may measure the emission concentration of unburned hydrocarbon in the exhaust manifold 16 connected to the fourth cylinder 11d in real time. It was measured by inserting a sampling probe rod 24 (FID probe) of the Fast Response Flame Ionization Detecter (FRFID), and from the exhaust valve stem to the tip of the probe rod 24 to minimize the measurement delay on the emission characteristics of unburned hydrocarbons. The distance was 50mm, and in order to analyze the characteristics of the flue-hydrocarbon change in the fourth cylinder 11d, an experiment was performed by mounting a sampling plug of a spark plug type in the cylinder 11d, and exhaust manifold 16. At the rear end of the air-fuel ratio sensor 22 for measuring the air-fuel ratio of the exhaust gas, the UEGO (Universal Exhaust Gas Oxygen) sensor was installed, and each of the signals input from the probe bar 24 and the sensor 22 Via the amplifier 27 (28) to be input to the data acquisition device 29.

FIG. 2 is a flowchart for performing a method for controlling the starting of a vehicle according to the present invention, which is programmed in the ECU 21 of the experimental apparatus. As shown in FIG. 2, an initial starting of a vehicle, that is, a cold starting or during driving of a vehicle, is shown. When the idle stop occurs and the idle stop starts when the engine 10 is restarted while the engine 10 is stopped, the ECU 21 grasps the starting and restarting states of the engine 10 (S- 0) to operate the respective sensors 22, 23 and 24, including the encoder 20, and the amplifiers 25, 27, 28 and data collector 29, including the corresponding transducers 26. Go through the setting step (S-1) to set the possible state.

As described above, the starter motor (not shown) is operated so that the crankshaft can be rotated by a predetermined speed or more in the stopped state of the engine 10 while passing through the setting step S-1 by the ECU 21. The shaft starts to rotate, which causes the crankshaft and the camshaft 19 of the intake and exhaust valves connected to the timing belt or timing gear to rotate together with the crankshaft. 11d) the piston descends to start the suction stroke, and the first and second cylinders 11a explode stroke, exhaust stroke of the second cylinder 11b and compression stroke conditions of the third cylinder 11c are established. The general engine cycle, which is the explosion stroke, is operated in the order of the third, fourth, and second cylinders.

According to the present invention, since the fuel injection into the inside of each cylinder 11 is skipped during the operation of the general engine cycle as described above, the combustion chamber temperature of the cylinder 11 in which fuel is not injected is changed by the piston. It is possible to ascend in advance by the heat of compression of air, thereby minimizing the influence of the cooling zone on the wall of the combustion chamber of the cylinder 11 on the mixer or petroleum fuel. It is designed to reduce the amount of unburned hydrocarbons caused by incomplete combustion of fuel at restart.

For this purpose, after the setting step (S-1), the pulse generated from the encoder 20 in accordance with the rotation of the cam shaft 19 is input to the data acquisition device 29 via the frequency-voltage converter 26 The value is calculated by the ECU 21 to determine the fuel injection timing of the first cylinder 11a, and at the same time as the fuel injection timing to the first cylinder 11a, the ECU 21 causes the corresponding fuel injection valve ( 14 and the first skip step (S-2) which prevents fuel injection and combustion of fuel to the first cylinder 11a by turning off the switches 17 and 18 connected to the spark plug 15. This causes the combustion chamber temperature of the first cylinder 11a to be increased by a predetermined temperature due to the heat of compression of the air by the piston instead of the combustion of the fuel inside the first cylinder 11a.

After the first skip step (S-2) as described above, the pulse generated from the encoder 20 in accordance with the rotation of the cam shaft 19 is input to the data acquisition device 29 via the frequency-voltage converter 26. The calculated data value is calculated by the ECU 21 to determine the fuel injection timing of the third cylinder 11c and at the same time as the fuel injection timing to the third cylinder 11c, the ECU 21 supplies the corresponding fuel injection. The first fuel injection step (S) which enables fuel injection and combustion of the fuel to the third cylinder 11c by turning on the switches 17 and 18 connected to the valve 14 and the spark plug 15. -3), the initial driving force for the operation of the engine 10 is generated and at the same time the connection of the starter motor (not shown) and the crankshaft is released to generate power by the engine 10 itself. .

After the first fuel injection step (S-3) as described above, the pulse generated from the encoder 20 in accordance with the rotation of the cam shaft 19 is passed through the frequency-voltage converter 26 to the data collection device 29 The ECU 21 determines the fuel injection timing of the fourth cylinder 11d by arithmetic processing of the input data value at the ECU 21 and at the same time as the fuel injection timing to the fourth cylinder 11d. The second skip step of preventing fuel injection and combustion of fuel to the fourth cylinder 11d by turning off the switches 17 and 18 connected to the injection valve 14 and the spark plug 15 ( S-4), which causes the combustion chamber temperature of the fourth cylinder 11d to be increased by a predetermined temperature due to the heat of compression of the air by the piston instead of the combustion of fuel in the fourth cylinder 11d. .

After the second skip step (S-4) as described above, the pulse generated from the encoder 20 in accordance with the rotation of the cam shaft 19 is input to the data acquisition device 29 via the frequency-voltage converter 26. The calculated data value is calculated by the ECU 21 to determine the fuel injection timing of the second cylinder 11b and at the same time as the fuel injection timing to the second cylinder 11b, the ECU 21 supplies the corresponding fuel injection. The second fuel injection step (S) which enables fuel injection and combustion of the fuel to the second cylinder 11b by turning on the switches 17 and 18 connected to the valve 14 and the spark plug 15. -5), thereby generating an additional driving force for the operation of the engine 10 together with the first fuel injection step (S-3).

As described above, the fuel skip cycle SC including the first skip step S-2 to the second fuel injection step S-5 is set according to the initial start of the vehicle, that is, cold start or restart by idle stop. By carrying out one to three times from (S-1), the combustion chamber temperature of the 1st cylinder 11a and the 4th cylinder 11d is made to rise by a predetermined temperature by the heat of compression of air, and then ECU 21 Through the inside of each cylinder 11 is composed of a configuration such that the normal injection and combustion of the fuel, such as the engine cycle occurs.

In order to confirm the effect of reducing the emission of unburned hydrocarbons by applying the start control method according to the present invention having the above-described configuration to the engine cycle, a normal fuel injection condition for each coolant temperature is a no-skip cycle. The results of measuring the emission concentration of unburned hydrocarbons by applying one fuel skip cycle SC and three fuel skip cycles SC according to the present invention are shown in the graphs of FIGS. 3 to 6.

Figure 3 shows the discharge of unburned hydrocarbons (HC) according to a normal start (0 skip) and the skip start (1 skip) (3 skip) of the present invention under conditions of a coolant temperature of 30 ℃, that is similar to the initial (cold) start of the vehicle As a result of comparing and analyzing the concentrations, as shown in Fig. 1, the air-fuel ratio was greatly changed during the 1 second after the start, and the equivalence ratio was then changed from about 1.6 to 1.4 with slight variation. It can be seen that gradually decreases.

In addition, under normal starting conditions (0 skip), the concentration of unburned hydrocarbons HC discharged from the exhaust manifold 16 in a section between 1 second and 1.5 seconds after starting is caused by incomplete combustion generated inside the cylinder 11. The highest concentration was 130,000 ppm, and since then, the exhaust concentration of unburned hydrocarbon (HC) is up to about 20,000 ppm to 10,000 ppm due to the temperature increase of the inner wall of the cylinder (11) due to the continuous operation of the engine (10). It can be seen that the decrease.

However, when the fuel skip cycle SC according to the present invention is applied once (1 Skip), the concentration of unburned hydrocarbon (HC) discharged from the exhaust manifold 16 in a section between 1 second and 1.5 seconds after starting. Is reduced to a level of about 15,000 ppm to 10,000 ppm, and after 2 seconds, the emission concentration of unburned hydrocarbon (HC) is lower than that of the normal starting condition, and in particular, the fuel skip cycle (SC) according to the present invention is applied three times. When applied over (3 Skip) it can be seen that the emission concentration of unburned hydrocarbons (HC) discharged to the exhaust manifold 16 after start-up appears to be below 10,000 ppm lower than the previous two conditions.

4 shows a general start (0 skip) and a skip start of the present invention (1 skip) (3 skip) under a condition of a coolant temperature of 50 ° C., that is, a condition similar to that of restarting after an idle stop is made shortly after the vehicle starts. As a result of the comparative analysis of the emission concentration of unburned hydrocarbons (HC) according to the results, it can be seen that about 0.8 seconds after starting, it is an over-the-large tool with a large change in air-fuel ratio. It can be seen that the Equivalence Rate is gradually reduced from about 1.5 to 1.3.

In addition, under normal starting conditions (0 skip), the concentration of unburned hydrocarbons HC discharged from the exhaust manifold 16 in a section between 1 second and 1.5 seconds after starting is caused by incomplete combustion generated inside the cylinder 11. 50,000 ppm ~ 20,000 ppm, and since then the temperature rise of the inner wall of the cylinder (11) in accordance with the continuous operation of the engine 10, the concentration of unburned hydrocarbons (HC) up to about 15,000 ppm ~ 10,000 ppm It can be seen that the decrease to the level of.

However, when the fuel skip cycle SC according to the present invention is applied once (1 Skip), the concentration of unburned hydrocarbons HC discharged through the exhaust manifold 16 from 1.2 seconds after starting is approximately 10,000 ppm. As a level, the value is much lower than that under normal starting conditions, and when the fuel skip cycle SC according to the present invention is applied three times (3 Skip), the unburned hydrocarbon (HC) exhausted from the exhaust manifold 16 is applied. ) Shows a slight fluctuation, but from 1.7 seconds after starting, it is found to be below 10,000 ppm which is much lower than the normal starting condition.

FIG. 5 shows a general start (0 skip) and a skip start (1 skip) of the present invention under a condition similar to that of a coolant temperature of 70 ° C., that is, a vehicle is started and restarted after an idle stop. As a result of comparing and analyzing the emission concentration of unburned hydrocarbons (HC) according to 3 skip), it can be seen that it is an over-the-large tool with a large change in air-fuel ratio for about 0.8 seconds after starting, as shown in FIG. It can be seen that the equivalence ratio gradually decreases from about 1.5 to 1.3 as it goes through.

In addition, under a general starting condition (0 skip), the concentration of unburned hydrocarbon (HC) discharged from the exhaust manifold 16 in a section between 1 second and 2.5 seconds after starting is about 30,000 ppm to 15,000 ppm. Since then, it can be seen that the emission concentration of unburned hydrocarbons (HC) is reduced to a level of about 17,000 ppm to 10,000 ppm, and the fuel skip cycle (SC) according to the present invention is applied once (1 Skip). In addition, in the section between 1.5 seconds and 3 seconds after starting, the concentration of unburned hydrocarbons (HC) discharged from the exhaust manifold 16 is about 30,000 ppm to 15,000 ppm, compared to the normal starting conditions. The emission reduction effect of the fuel cell was slightly reduced, and when the fuel skip cycle (SC) according to the present invention was applied three times (3 Skip), the concentration of unburned hydrocarbon (HC) discharged from the exhaust manifold 16 was increased. Slight fluctuation A look, but it can be seen that there appears a very lower than the normal start up as the level of 10,000 ppm or less Starting 1.4 seconds after the startup.

6 shows a general start (0 skip) and a skip start (1 skip) (3 skip) of the present invention under conditions similar to that of a coolant temperature of 90 ° C., i.e., a vehicle starts and travels a long distance and then restarts after an idle stop is made. As a result of the comparative analysis of the emission concentration of unburned hydrocarbons (HC) according to the results, it can be seen that about 0.9 seconds after starting, it is an over-the-large tool with a large change in air-fuel ratio. It can be seen that the Equivalence Rate is gradually reduced from about 1.6 to 1.3.

In addition, under the general starting condition (0 skip), the concentration of unburned hydrocarbon (HC) discharged from the exhaust manifold 16 in the interval between 1 second and 3 seconds after starting is 30,000 ppm to 20,000 ppm. Since then, it can be seen that the emission concentration of unburned hydrocarbons (HC) is reduced to a level of about 17,000 ppm to 10,000 ppm, and the fuel skip cycle (SC) according to the present invention is applied once (1 Skip). In the range of 2 to 3.5 seconds after starting, the concentration of unburned hydrocarbon (HC) emitted from the exhaust manifold 16 is about 25,000 ppm to 10,000 ppm. In the case where the fuel skip cycle SC according to the present invention is applied three times (3 Skip), although the concentration of unburned hydrocarbon (HC) discharged from the exhaust manifold 16 shows slight fluctuation characteristics, , After startup 1. It can be seen that from 4 seconds, the level is less than 6,000 ppm, which is much lower than during normal startup.

As described above, the results of measuring the concentration of unburned hydrocarbons (HC) by applying the no-skip cycle, which is a normal fuel injection condition, and the fuel skip cycle SC according to the present invention, are applied to each cooling water temperature. As can be seen in the graph of FIG. 7, when the coolant temperature is 30 ° C., when the fuel skip cycle SC of the present invention is applied once (1 skip) as compared with a normal start (0 skip), unburned hydrocarbon When HC emissions are reduced by about 38% and three fuel skip cycles (3 skips), emissions of unburned hydrocarbons (HC) are significantly reduced by about 63.8%.

In addition, when the coolant temperature is 50 ° C, when one fuel skip cycle (SC) is applied (1 skip) compared to a normal start (0 skip), about 32% is applied and three fuel skip cycles (SC) are used. In the case of the application (3 skips), the emissions of unburned hydrocarbons (HC) were reduced to about 38.7%, and when one coolant cycle (SC) was applied (1 skip) when the coolant temperature was 70 ° C (1 skip) Compared with, the amount of unburned hydrocarbons (HC) was hardly reduced, but when three fuel skip cycles (SC) were applied (3 skips), the amount of unburned hydrocarbons (HC) was reduced by about 48%. When the temperature is 90 ℃, one fuel skip cycle (SC) is about 46%, and three fuel skip cycles (SC) are about 57%. It can be seen that the emissions of unburned hydrocarbons (HC) are significantly reduced compared to the start-up.

In addition, in the present invention, the fuel skip cycle (SC) is applied only once to three times from the initial start of the vehicle. The reason for considering the emission reduction effect of unburned hydrocarbons (HC) and the starting delay of the vehicle is simultaneously considered. The cycle (SC) must be applied at least once from the initial start of the vehicle to obtain the emission reduction effect of the unburned hydrocarbon (HC) compared to the normal start-up, and the application of the fuel skip cycle (SC) three times or more can be performed by the unburned hydrocarbon ( It is not preferable when considering the emission reduction effect of HC) and the start delay of the vehicle at the same time. Therefore, the application frequency of the fuel skip cycle SC is preferably limited to at least one to three times from the start of the vehicle. .

As described above, although the start control method according to the present invention is applied to a four-cylinder gasoline engine, the fuel is skipped to the first cylinder 11a and the fourth cylinder 11d, but the second cylinder 11b and the first cylinder are used. Even if the fuel skip is applied to the three cylinders 11c, the same effect can be obtained. In the case of the six-cylinder gasoline engine, only the number of cylinders is different, and the start control of the present invention is performed in accordance with the general explosion order of the six-cylinder cylinder. According to the method, if the fuel injection to each cylinder is skipped, the same effect as that of the present invention can be obtained. In the case of 4-cylinder or 6-cylinder diesel engine, only the fuel injection into each cylinder of the diesel engine is achieved. It is possible to obtain the same working effect as the present invention if it is made by this skip type. It is well known to those skilled in the art to which the present invention belongs. This is true.

As described above, the vehicle start control method for reducing the emission of unburned hydrocarbons according to the present invention includes the inside of each cylinder in the process of operating the engine cycle one to three times from the start of the engine at the initial start or idle stop start of the car. The fuel injection is skipped, and the internal temperature of the cylinder where no fuel is injected is preheated by the heat of compression by the piston.In this way, the internal temperature of the cylinder is heated to a constant temperature and then into each cylinder. By making a normal fuel injection, it is possible to reduce the emissions of unburned hydrocarbons generated by incomplete combustion of fuel during initial start-up or idle stop start of an automobile engine.

Claims (1)

Step (S-0) of grasping the starting and restarting state of the engine 10 in the ECU 21, and after passing through the step (S-0), enables the system in the ECU 21 (Enable) and At the same time through the setting step (S-1) to read the output of the encoder 20, After the setting step (S-1), according to the rotation angle of the cam shaft 19 input from the encoder 20, the ECU 21 detects the fuel injection timing of the first cylinder (11a) to the first cylinder A first skip step S-2 for stopping the operation of the fuel injection valve 14 installed in 11a, After the first skip step S-2, the fuel injection timing of the third cylinder 11c is sensed by the ECU 21 according to the rotation angle of the camshaft 19, and fuel is supplied to the third cylinder 11c. A first fuel injection step (S-3) to inject; After passing through the first fuel injection step S-3, the fuel injection timing of the fourth cylinder 11d is detected by the ECU 21 according to the rotation angle of the camshaft 19 and installed in the fourth cylinder 11d. A second skip step S-4 for stopping the operation of the fuel injection valve 14; After the second skip step (S-4), the fuel injection timing of the second cylinder (11b) is detected by the ECU 21 in accordance with the rotation angle of the camshaft 19 to the fuel to the second cylinder (11b). One fuel skip cycle (SC) is made by passing through the second fuel injection step (S-5) to inject, The fuel skip cycle SC is performed one to three times from the setting step S-1 corresponding to the starting point of the vehicle, and then normal fuel injection from the ECU 21 through each cylinder 11 is performed. Starting control method of the vehicle for reducing the emissions of unburned hydrocarbons, characterized in that made.