KR20110051382A - Engine control device and method thereof - Google Patents

Abstract

PURPOSE: An engine control device and method are provided to secure the continuous driving of an engine by controlling the fuel injection timing and pressure of the engine. CONSTITUTION: An engine control device comprises a PID(Process Identifier) controller(110), a restriction map(120), an injection controller(130), and an operation determination unit(140). The PID controller compares the driving maximum combustion angle of a crank shaft with the target maximum combustion angle. The restriction map stores an advancing restriction map and a retardation restriction map. The injection controller is electrically connected to the PID controller and the restriction map and sets fuel injection timing within the advancing and retardation restriction maps. The operation determination unit is electrically connected to the injection controller, accumulates the number of restriction when it is necessary to exceed the restriction maps in order to set the fuel injection timing corresponding to the difference between the combustion angles, and determines a fault of the engine if the accumulated number of restriction exceeds a reference value within a set time.

Description

ENGINE CONTROL DEVICE AND METHOD THEREOF}

The present invention relates to an engine control apparatus and method, and more particularly, to an engine control apparatus and method capable of controlling an operation of an engine by determining an abnormality of an engine through a fuel injection timing.

In general, the output of the vehicle is controlled according to when the fuel is injected into the engine, the amount of fuel injected, and the ignition timing.

Here, the fuel injection timing at which the fuel is injected is controlled so as not to exceed the advance limit map and the perception limit map so as not to excessively increase or decrease the adjustment range of the fuel injection timing according to the operating state of the engine.

Such fuel injection timing should be controlled by setting the fuel injection timing to the maximum value or the minimum value within the range of the true / crust limit map in order to produce the target output. Can be.

However, if the fuel injection timing is excessively limited due to an engine abnormality caused by low quality fuel or the like, the explosion of the engine is further reduced compared to the case where the fuel injection timing is not controlled. Can be degraded.

The present invention is to overcome the above-mentioned conventional problems, the object of the present invention is to determine the case of having a limitation in the fuel injection timing due to the engine abnormality, to control the fuel injection timing and pressure of the engine to continue driving the engine It is possible to provide an engine control apparatus and method that can ensure the driveability of the engine.

In addition, another object of the present invention is that when the fuel injection timing is continuously limited by the engine abnormality, by controlling the range of the true / crust limit map, the explosion of the engine is reduced due to excessive restriction of the fuel injection timing to reduce fuel economy It is to provide an engine control apparatus and method that can be prevented.

In order to achieve the above object, the engine control apparatus and method according to the present invention provide a target maximum combustion angle, which is an angle of rotation of an ideal crankshaft such that each cylinder of an engine has a maximum combustion pressure, and when each cylinder is actually operated, PID controller for comparing the driving maximum combustion angle which is the rotation angle of the crankshaft at the maximum combustion pressure, and limiting the fuel injection timing at which the injector injects fuel into each cylinder of the engine or the intake port of each cylinder A limit map that stores a hazard limit map and a perceptual limit map; and electrically connected to the PID controller and the limit map, wherein the target maximum combustion angle and the driving maximum combustion angle are different from each other when the target maximum combustion angle and the driving maximum combustion angle are different. The advance limit map of the fuel injection timing to correspond to a combustion angle difference value that is a difference of a driving maximum combustion angle. And an injection controller configured not to deviate from the perceptual limit map, and electrically connected to the injection controller to exceed the advance limit map and the perceptual limit map when the fuel injection timing is set to correspond to the combustion angle difference value. If necessary, the operation may include an operation determination unit that accumulates the limit number and determines that an abnormality has occurred in the operation of the engine when the limit number exceeds the reference number within the reference time.

An engine electrically connected to the operation determination unit and the engine, and when the operation determination unit determines that an abnormality has occurred in the operation of the engine, an engine that changes control signals for controlling the operation of the engine to an engine abnormality control signal; It may further include a controller.

The restriction map may include a first advance restriction map, a second perceptual restriction map operating in the normal mode, and a second advance restriction map and a second perceptual restriction map operating when the engine is determined to be in an abnormal mode. have.

The range of the second advance restriction map and the second perceptual restriction map may be narrower than the range of the first advance restriction map and the first perceptual restriction map.

The operation determining unit includes a limit number storage unit for accumulating and storing a limit number of times that the fuel injection timing exceeds the advance limit map and the perceptual limit map, and is electrically connected to the limit number storage unit, wherein the limit number is based on the limit number storage unit. It may include a number determining unit for determining whether or not more than the reference number of times within the time, and an engine abnormality determining unit for determining that the abnormality has occurred in the engine when the limit number exceeds the reference number.

In addition, the engine control apparatus and method according to the present invention to achieve the above object is the target maximum combustion angle which is the rotation angle of the ideal crankshaft so that each cylinder of the engine has a maximum combustion pressure, and each cylinder when the engine actually operates Is a combustion angle comparison step of comparing, in the PID controller, a driving maximum combustion angle, which is the rotation angle of the crankshaft, when the maximum combustion pressure has the maximum combustion pressure, and the target maximum combustion angle when the target maximum combustion angle and the driving maximum combustion angle are different. When the combustion injection timing is set so as to correspond to a combustion angle difference value that is a difference between a combustion angle and the driving maximum combustion angle and does not deviate from the advance limit map and the perception limit map stored in the limit map, the combustion injection timing is the advance limit. A limit checking step of checking for excess limits, whether a map and the perceptual limit map should be exceeded; And accumulating and storing the limit number of times, wherein the operation determining unit electrically connected to the injection controller accumulates and stores the limit number of times of exceeding the limit number, and the limit number is a reference number within a reference time to determine an abnormal state of the engine. Comparing the number of times of checking by the operation determining unit and whether the limit number exceeds the reference number within the reference time, and the engine determines that the engine is in an abnormal mode. The engine determination step may include.

After the engine determination step, the engine control signal setting step of changing the control signals for controlling the operation of the engine to the engine abnormal control signal by the engine controller electrically connected to the end of the operation plate when the engine is in an abnormal mode. can do.

The engine control apparatus and method according to the present invention determine the case where the fuel injection timing is limited due to the engine abnormality, and can control the fuel injection timing and the pressure of the engine so that the engine can continue to be driven, thereby ensuring engine driveability. You can do it.

In addition, the engine control apparatus and method according to the present invention, when the fuel injection timing is continuously limited by the engine abnormality, by controlling the range of the true / crust limit map to reduce the fuel explosion due to the excessive restriction of the fuel injection timing Can be prevented from lowering.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings, so that those skilled in the art can easily carry out the present invention.

Referring to FIG. 1, an engine control apparatus according to an embodiment of the present invention is shown.

As shown in FIG. 1, the engine control apparatus 100 includes a PID controller 110, a restriction map 120, an injection controller 130, an operation determination unit 140, and an engine controller 150.

First, the PID controller 110 is electrically connected to the injection controller 130. And the PID controller 110 is the target maximum combustion angle (T_PCA) which is the rotational angle of the ideal crankshaft so that each cylinder of the engine has the maximum combustion pressure, and when each cylinder has the maximum combustion pressure when the actual engine is operating Compare the driving maximum combustion angle (D_PTA) which is the rotation angle of the crankshaft of. In addition, the PID controller 110 calculates a combustion angle difference value that is a difference value between the target maximum combustion angle T_PCA and the driving maximum combustion angle D_PTA, and transmits the calculated combustion angle difference value to the injection controller 130.

In addition, the restriction map 120 is a time limit injection map 121 for limiting fuel injection timing, which is when fuel is injected through the injector 10 mounted in each cylinder of the engine or the intake port of each cylinder. The restriction map 122 is stored.

The advance limit map 121 is a limit angle of the maximum crankshaft that may delay the fuel injection timing for injecting the fuel, and the perception limit map 122 may advance the fuel injection timing for injecting the fuel. The maximum angle of the crankshaft, which limits the fuel injection timing, is limited.

In addition, the advance limit map 121 includes a first advance limit map 121a for the normal mode in which the engine operates normally and a second advance limit map 121b for the abnormal mode when an abnormality occurs in the operation of the engine. It includes. The perceptual limit map 122a includes a first perceptual limit map 122a for the normal mode, which is a normal mode in which the engine operates normally, and a second perceptual limit map for the abnormal mode, when an abnormality occurs in the operation of the engine. 122b.

At this time, the range of the second binary / perceptual limit maps 121b and 122b is set to a narrower range than the range of the first binary / perceptual limit maps 121a and 122a.

This is because when an abnormality occurs in the operation of the engine due to a low quality fuel such as a low cetane number fuel or the like, the fuel injection timing is continuously excessively compensated for in the range of the first dust / crust limit maps 121a and 122a. Compensation can result in a lower explosion than when the fuel injection timing is not controlled.

Therefore, in order to solve this problem, in order to prevent the fuel economy of the engine from being lowered due to an engine abnormality (hereinafter referred to as an “abnormal mode”) caused by a fuel abnormality, The fuel injection timing is limited in the range of the binary / perceptual restriction maps 121b and 122b.

The injection controller 130 is electrically connected to the PID controller 110, the restriction map 120, and the operation determination unit 140. The injection controller 130 determines a fuel injection timing for injecting fuel so as to correspond to the combustion angle difference value and not to deviate from the first vibration / retardation limit maps 121a and 122a.

 If the target maximum combustion angle (T_PCA) and the driving maximum combustion angle (D_PTA) are the same or included in the range of the basic error generated during engine operation, the fuel injection timing is the target maximum combustion angle (T_PCA) without correction. Is the reference fuel injection time for.

The operation determining unit 140 accumulates and stores the limit number, which is the number of times when the fuel injection timing has to be set beyond the first / each limit maps 121a and 122a.

If the limit number exceeds the reference number within the reference time, the engine is abnormally caused by a low quality fuel such as a low cetane number fuel. Judging by the mode.

The operation determination unit 140 includes a limit number storage unit 141, a number determination unit 142, and an engine abnormality determination unit 143.

First, if the limit number storage unit 141 needs to be set in excess of the limited true / angle limited maps 121 and 122 in order to set it to correspond to the combustion angle difference value, the limited number storage unit 141 is in the range of the true / angle limited maps 121 and 122. Set to the maximum value or minimum value included, and accumulate and store the limit number which is the limit number. In addition, the limit number of times is set so that the engine is started or reset once every predetermined time so that the limit map 120 can be changed, so that even when the engine is normal as the fuel of the vehicle is changed to solve the abnormality of the engine, It is possible to prevent the abnormal mode from being maintained.

The number determining unit 142 is electrically connected to the limit number storing unit 141 and receives a limit number accumulated and stored to determine whether the limit number is greater than or equal to the reference number within the reference time. In this case, the reference time and reference number are reference values set to determine whether the engine is limited in long time due to abnormal fuel, and may be differently set for each engine according to the state and operation of the engine.

The engine abnormality determining unit 143 is electrically connected to the engine controller 150 and the number determining unit 142, and the number determining unit 142 determines that the limit number exceeds the reference number within the reference time. If so, it is determined that the engine is in an abnormal mode. When the engine is determined to be in the abnormal mode by the engine abnormality determining unit 143, the injection controller 130 may limit the limit map 120 to the second binary / perceptual limit in the first binary / angle limit maps 121a and 122a. Change to the maps 121b and 122b to prevent excessive fuel injection timing in the abnormal mode.

In addition, when it is determined that the engine is in the normal mode by the engine abnormality determiner 143, the injection controller 130 allows the fuel injection timing to be limited in the range of the first vibration / crust restriction maps 121a and 122a.

When it is determined that the engine is in an abnormal mode, the engine controller 150 changes control signals for controlling the operation of the engine into an engine abnormal control signal. Such a control signal may be a control signal for controlling the amount of exhaust gas recirculation (EGR), rail pressure, and booster pressure. At this time, the limit range of the control signal for controlling the operation of the engine to the exhaust gas recirculation (EGR), the rail pressure and the booster pressure is set to be smaller than that in the normal operation, as in the above-described earthquake / limit angle limit map. Even when the engine can be secured.

That is, the engine control apparatus 100 of the present invention can control the operation of the engine by determining the case where the fuel injection timing has a limit when an abnormality occurs in the engine due to a low quality fuel or the like rather than a failure of the engine itself. The engine can maintain the driving force by controlling the fuel injection timing and the pressure of the engine rather than the emergency driving.

In addition, the engine control apparatus 100 of the present invention, when the fuel injection timing is continuously limited excessively beyond the engine, the explosion of the engine due to the excessive restriction of the fuel injection timing by reducing the control of the range of the restriction map 120 It can lower and it can prevent that fuel economy falls.

2, a flowchart illustrating an engine control method according to an embodiment of the present invention is shown.

As shown in FIG. 2, the engine control method includes a combustion angle comparing step S1, a limit checking step S2, a counting and storing step S3, a number comparing step S4, and an engine determining step S5. And an engine control signal setting step S6. The engine determination step S5 includes an engine abnormality determination step S51 for determining an engine abnormality and an engine normal determination step S52 for determining an engine normal.

Such an engine control method will be described with reference to the engine control apparatus 100 shown in FIG. 1.

In the combustion angle comparing step S1, the target maximum combustion angle T_PCA, which is the rotational angle of the ideal crankshaft such that each cylinder of the engine has the maximum combustion pressure, and the actual combustion pressure of each cylinder when the engine is actually operated. The maximum driving angle D_PTA, which is the rotational angle of the crankshaft when having, is compared in the PID controller 110.

When the target maximum combustion angle T_PCA and the driving maximum combustion angle D_PTA are the same in the combustion angle comparison step S1 or are included in the basic error range generated by driving of the engine, correction of fuel injection timing is unnecessary. Therefore, the combustion angle comparison step S1 is maintained and executed until the difference between the target maximum combustion angle T_PCA and the driving maximum combustion angle D_PTA occurs.

When the target maximum combustion angle T_PCA and the driving maximum combustion angle D_PTA are different in the combustion angle comparison step S1, the combustion angle difference that is the difference between the target maximum combustion angle T_PCA and the driving maximum combustion angle D_PTA is different. Set the combustion injection timing to correspond to the value. At this time, when the combustion injection timing is set corresponding to the combustion angle difference value, the limit confirmation step S2 is executed to confirm whether or not the advance limit map 121 and the perception limit map 122 should be exceeded. Here, the true and late limit maps 121 and 122 are first and late limit maps 121a and 122a, which are limit maps when the engine operates in the normal mode.

That is, in the limit checking step (S2), when the injection controller 130 sets the combustion injection timing to correspond to the combustion angle difference value, the first advance limit map 121a and the first perceptual limit map 122a are determined. Check if the injection timing that should be set in excess is too limited.

When the injection timing is not exceeded in the limit checking step S2, the engine normal determining step S52 of determining that the engine is normal is performed.

When the injection time is exceeded and limited in the limit checking step S2, in order to determine whether an abnormality has occurred in the engine due to the low quality fuel, the accumulation and storage steps S3 may be performed to confirm the number of times the injection time is exceeded and limited. Is executed.

That is, in the accumulating and storing step (S3), a limit number, which is a number of times when the injection time exceeds the limit, is accumulated and stored in the operation determining unit 140.

In the number comparison step (S4), the operation determination unit 140 determines whether the limit number exceeds the reference number within the reference time.

If the limit number is less than the reference number within the reference time in the number comparison step S4, since an abnormality has not occurred in the operation of the engine, the engine normal determination step S52 of determining that the engine is in the normal mode is executed.

If the limited number of times exceeds the reference number within the reference time in the number comparing step S4, an engine abnormality determining step S51 is performed in which it is determined that an abnormality has occurred in the operation of the engine due to low quality fuel or the like.

In the engine abnormality determining step (S51), when it is determined that an abnormality occurs in the operation of the engine due to an abnormal fuel quality, the first and second perceptual limit maps 121a and 122a of the restriction map 120 may be set to the abnormal mode. Change to the second / perceptual restriction maps 121b and 122b which are the restriction maps.

Therefore, when the fuel is abnormally caused in the engine by a low quality fuel such as low cetane fuel and the like, and the fuel injection timing is continuously limited, the engine is controlled by the excessive restriction of the fuel injection timing by controlling the range of the restriction map 120. The explosion of can be prevented and fuel economy can be prevented from decreasing.

Since the engine is determined to be abnormal in the engine abnormality determining step S51, the engine control signal setting step S6 of changing the control signals for controlling the operation of the engine into the engine abnormality control signal is executed.

That is, in the engine control signal setting step S6, in order to control the operation of the engine, control signals for controlling the amount of exhaust gas recirculation (EGR), rail pressure, and booster pressure are changed to control the operation of the engine to correspond to the abnormal mode. can do. At this time, the limit range for controlling the operation of the engine, the exhaust gas recirculation (EGR), the rail pressure, and the booster pressure is set to be smaller than in the normal operation, as in the above ground / exhaust angle limit map. Driveability can be secured.

What has been described above is only one embodiment for implementing the engine control apparatus and method according to the present invention, and the present invention is not limited to the above-described embodiment, as claimed in the following claims. Without departing from the gist of the present invention, one of ordinary skill in the art will have the technical spirit of the present invention to the extent that various modifications can be made.

1 is a block diagram showing an engine control apparatus according to an embodiment of the present invention.

2 is a flowchart illustrating an engine control method according to an embodiment of the present invention.

<Description of Symbols for Main Parts of Drawings>

100; Engine control unit 110; PID controller

120; Restriction map 130; Injection controller

140; An operation determining unit 150; Engine controller

Claims (7)

Target maximum combustion angle, which is the ideal angle of rotation of the crankshaft so that each cylinder of the engine has maximum combustion pressure, and drive maximum combustion, which is the rotational angle of the crankshaft when each cylinder has maximum combustion pressure when the engine actually operates PID controller for comparing the angle; A restriction map which stores an advance limit map and a perception limit map to limit fuel injection timings at which the injector injects fuel into each cylinder of the engine or in the intake port of each cylinder; And electrically connected to the PID controller and the limit map to correspond to a combustion angle difference value that is a difference between the target maximum combustion angle and the driving maximum combustion angle when the target maximum combustion angle and the driving maximum combustion angle are different. An injection controller configured to set a fuel injection timing so as not to deviate from the advance limit map and the perception limit map; When the fuel injection timing is set to correspond to the combustion angle difference value and is to be exceeded when the advance limit map and the percept limit map are to be electrically connected to the injection controller, the limit number is accumulated, and the limit is accumulated. And an operation determination unit for determining that an abnormality has occurred in the operation of the engine when the number of times exceeds the reference number of times within the reference time. The method according to claim 1, An engine electrically connected to the operation determination unit and the engine, and when the operation determination unit determines that an abnormality has occurred in the operation of the engine, an engine that changes control signals for controlling the operation of the engine to an engine abnormality control signal; An engine control apparatus further comprising a controller. The method according to claim 1, The advance limit map includes a first advance limit map in which the engine operates in a normal mode and a second advance limit map in operation when the engine is determined to be in an abnormal mode, And the perceptual restriction map includes a first perceptual restriction map in which the engine operates in a normal mode and a second perceptual restriction map in operation when the engine is determined to be in an abnormal mode. The method of claim 3, The range of the second advance limit map and the second percept limit map is narrower than the range of the first advance limit map and the first percept limit map. The method according to claim 1, The operation determining unit A limit number storage unit for accumulating and storing a limit number of times the fuel injection timing exceeds the advance limit map and the perception limit map; A number determination unit electrically connected to the limit number storage unit to determine whether the limit number is greater than or equal to the reference number within a reference time; And an engine abnormality determining unit that determines that an abnormality has occurred in the engine when the limit number exceeds the reference number of times. Target maximum combustion angle, which is the ideal angle of rotation of the crankshaft so that each cylinder of the engine has maximum combustion pressure, and drive maximum combustion, which is the rotational angle of the crankshaft when each cylinder has maximum combustion pressure when the engine actually operates A combustion angle comparing step of comparing the angles in the PID controller; In the case where the target maximum combustion angle and the driving maximum combustion angle are different, the advance limit map and the perception limit map corresponding to the combustion angle difference value, which is a difference between the target maximum combustion angle and the driving maximum combustion angle, are stored in the restriction map. A limit checking step of confirming, when the combustion injection timing is set so as not to deviate, whether the combustion injection timing should be set in excess of the advance limit map and the perceptual limit map; Accumulating and storing a limit number of accumulating and storing a limit number of times of exceeding a limit number, the operation determining unit electrically connected to the injection controller; A number comparison step of checking, by the operation determination unit, whether the limit number exceeds a reference number within a reference time to determine an abnormal state of the engine; And And determining, by the operation determining unit, that the engine is in an abnormal mode when the limit number of times exceeds the reference number within the reference time. The method according to claim 6, After the engine determination step And an engine control signal setting step of changing, by an engine controller electrically connected to the operation determining unit, control signals for controlling the operation of the engine to an engine abnormality control signal when the engine is in an abnormal mode. How to control the engine.

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