KR20130059749A - Multi point injection fuel flux auto calibration method - Google Patents
Multi point injection fuel flux auto calibration method Download PDFInfo
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- KR20130059749A KR20130059749A KR1020110125882A KR20110125882A KR20130059749A KR 20130059749 A KR20130059749 A KR 20130059749A KR 1020110125882 A KR1020110125882 A KR 1020110125882A KR 20110125882 A KR20110125882 A KR 20110125882A KR 20130059749 A KR20130059749 A KR 20130059749A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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Abstract
Description
본 발명은 대용량 연료분사에 관한 것으로, 특히 CNG 엔진의 MPI(Multi Point Injection)에서 분사되는 대용량 분사연료를 자동보정하는 방법에 관한 것이다.The present invention relates to a large-capacity fuel injection, and more particularly, to a method for automatically correcting a large-capacity injection fuel injected from a multi point injection (MPI) of a CNG engine.
일반적으로 버스와 같이 기통당 약 15Kg/h이상의 연료량을 요구하는 대형 CNG 엔진에는 1회 분사시 대용량으로 연료를 분사할 수 있는 가스 인젝터가 요구되고, 이러한 조건으로 인해 통상적인 연료분사량을 갖도록 설계된 가스 인젝터로는 대형 CNG 엔진에서 기통당 요구하는 1회 분사량을 맞추는데 한계가 있다.In general, large CNG engines, such as a bus, that require a fuel amount of about 15 kg / h or more per cylinder, require a gas injector capable of injecting a large amount of fuel in a single injection. Injectors have limitations in matching the single injection volume required per cylinder in large CNG engines.
이러한 제약은 가스 인젝터의 1회 연료분사량을 높이면 해소될 수 있지만, 이는 전혀 새로운 가스 인젝터의 설계를 요구할 뿐만 아니라 흡기장치 및 그에 관련된 부품들에 대한 설계변경도 요구함으로써 전혀 새로운 문제를 가져오게 된다.This restriction can be solved by increasing the single injection of the gas injector, but this brings a whole new problem not only by the design of a completely new gas injector but also by the design change of the intake apparatus and its related parts.
상기와 같은 가스 인젝터의 문제를 가스 인젝터의 어떠한 설계 변경없이 해소한 대용량 연료분사 시스템으로서 SPI(Single Point Injection)나 또는 MPI(Multi Point Injection)을 예로 들 수 있다.As a large-capacity fuel injection system that solves the problem of the gas injector without any design change of the gas injector, SPI (Single Point Injection) or MPI (Multi Point Injection) may be exemplified.
특히, MPI는 엔진의 각 기통별로 적어도 2개의 가스 인젝터가 전담되어 1회 분사시 대용량으로 연료를 분사해줌으로써 대형 CNG엔진의 상용화가 가능하고, 특히 엔진의 기통별 혼합기 제어로 공연비 제어 정밀도를 크게 향상함으로써 동일 조건의 SPI대비 연비 향상과 더불어 EM(CO,CH4,NMHC)을 크게 저감할 수 있는 장점이 있다.
In particular, MPI has at least two gas injectors dedicated to each cylinder of the engine, allowing large-capacity CNG engines to be commercialized by injecting large-capacity fuel in one injection. By improving the fuel economy compared to SPI under the same conditions, EM (CO, CH4, NMHC) can be significantly reduced.
상기 특허문헌을 포함한 MPI의 연료분사 제어로직에 적용되는 자동 연료량 보정 알고리즘은 ECU와 센서(UEGO Sensor)의 폐루프(Closed Loop)방식으로서, 연료량 오차가 목표 연료량 - 센서(UEGO Sensor)측정 연료량으로 산출되면, ECU는 목표 연료량에 연료량 오차를 더함으로써 실제적으로 분사되는 연료분사량을 보정시켜주게 된다.The automatic fuel amount correction algorithm applied to the fuel injection control logic of the MPI including the patent document is a closed loop method of the ECU and the UEGO sensor, and the fuel amount error is the target fuel amount-the UEGO sensor measurement fuel amount. Once calculated, the ECU corrects the fuel injection amount actually injected by adding the fuel amount error to the target fuel amount.
하지만, 상기와 같은 연료보정방식은 공연비 보상을 위해 인젝터 전체의 연료 분사량이 증가됨으로써 인젝터 오염 및 에이징(Aging)에 의한 공연비 오차 발생이 일어난 경우, 문제된 해당 인젝터를 정확히 선별하기가 불가능 할 수밖에 없다.However, in the fuel compensation method as described above, when the fuel injection amount of the entire injector is increased to compensate for the air-fuel ratio, when an air-fuel ratio error occurs due to contamination of the injector and aging, it is impossible to accurately select the injector in question. .
이로 인해, 오염과 에이징(Aging)또는 손상으로 인젝터가 문제가 있더라도 해당되는 인젝터 만 정확히 교체되지 못하고 MPI 전체 인젝터나 또는 인젝터 그룹별로 교체됨으로써, 인젝터 및 MPI에 대한 정비 효율성 저하는 물론 과도한 비용상승을 초래할 수밖에 없다.
As a result, even if the injector has a problem due to contamination, aging or damage, only the corresponding injector is not replaced, but replaced by the entire MPI injector or group of injectors, thereby reducing the maintenance efficiency of the injector and the MPI and causing excessive cost increase. It is inevitable.
이에 상기와 같은 점을 감안하여 발명된 본 발명은 기통별 담당 인젝터에 대해 산출된 개별적인 공연비를 이용한 각 기통별 보정상수값의 자동 업데이트(Update)로 연료량 자동보정을 수행함으로써, 공연비 보상을 각 기통별로 정밀 제어할 수 있고 특히 지속적인 분사 연료량 제어로 연비는 물론 성능도 지속적으로 유지될 수 있는 대용량 분사연료 자동보정방법을 제공하는데 목적이 있다. Accordingly, the present invention in view of the above point by performing the fuel amount automatic correction by the automatic update (Update) of the correction constant value for each cylinder using the individual air-fuel ratio calculated for the injector in charge of each cylinder, the air-fuel ratio compensation to each cylinder The purpose of the present invention is to provide a large-capacity injection fuel automatic calibration method that can be precisely controlled and can continuously maintain fuel economy as well as performance through continuous injection fuel amount control.
또한, 상기와 같은 점을 감안하여 발명된 본 발명은 기통별 담당 인젝터에 대해 산출된 개별적인 공연비를 이용한 각 기통별 보정상수값의 자동 업데이트(Update)로 연료량 자동보정을 수행하고 더불어 연료량 자동보정 후 인젝터의 진단 기능을 더 수행함으로써, 오염과 에이징(Aging) 또는 손상으로 문제된 인젝터 만을 정확히 선별하고 교체할 수 있어 인젝터나 또는 MPI(Multi Point Injection)에 대한 정비성을 크게 향상할 수 있는 대용량 분사연료 자동보정방법을 제공하는데 목적이 있다.
In addition, the present invention in view of the above point is to perform the fuel amount automatic correction by the automatic update (Update) of the correction constant value for each cylinder using the individual air-fuel ratio calculated for the injector in charge of each cylinder and after the fuel amount automatic correction By carrying out the diagnostic function of the injector, it is possible to accurately select and replace only the injector that is problematic due to contamination, aging or damage, so that the large-capacity injection can greatly improve the maintainability of the injector or MPI (Multi Point Injection). The purpose is to provide an automatic fuel calibration method.
상기와 같은 목적을 달성하기 위한 본 발명의 대용량 분사연료 자동보정방법은 엔진 시동을 걸고, 인젝터 분사연료량 보정을 위한 자동보정모드로 진입되면, 시동이 걸린 엔진을 아이들(Idle) 상태로 전환시키는 연료보정준비단계;The large-capacity injection fuel automatic correction method of the present invention for achieving the above object is to start the engine, the fuel to switch the engine started to the idle state when entering the automatic correction mode for correcting the injector injection fuel amount A calibration preparation step;
상기 엔진이 아이들 상태로 전환되면, 차량의 운행 거리인 차량 마일리지가 특정 조건을 충족하는지 여부를 판단하는 연료보정실행단계;A fuel correction execution step of determining whether a vehicle mileage which is a driving distance of a vehicle satisfies a specific condition when the engine is switched to an idle state;
상기 차량 마일리지 조건이 충족되면, 각 기통별 상기 인젝터 작동 및 강제구동정지를 전체 기통에 대해 수행함으로써 전기통 공연비 평균값(Pi_avr)을 산출하고, 상기 전기통 공연비 평균값(Pi_avr)을 기준값(λ)과 비교하여 상기 인젝터의 연료보정 필요 여부를 판단하는 자동보정실행단계;When the vehicle mileage condition is satisfied, the injector operation and forced drive stop for each cylinder are performed for the entire cylinder to calculate the average air-fuel ratio ratio Pi_avr, and the average air-fuel ratio average value Pi_avr and the reference value? An automatic correction execution step of determining whether the fuel injector needs to be corrected by comparison;
상기 인젝터의 연료보정이 필요하면, 상기 기준값(λ)과 각 기통 공연비값을 이용해 각각의 기통에 대한 개별적인 보정상수값(G)을 산출하고, 상기 보정상수값(G)과 현재연료량을 이용해 상기 인젝터의 최종이론연료량을 산출하는 연료보정완료단계;When the fuel correction of the injector is required, the respective correction constant value G for each cylinder is calculated using the reference value lambda and each cylinder air-fuel ratio value, and the correction constant value G and the current fuel amount are used. A fuel correction completion step of calculating a final theoretical fuel amount of the injector;
상기 연료보정완료단계후에는 상기 인젝터가 최종이론연료량으로 연료분사제어되고, 이를 통해 상기 엔진이 운행되는 연료보정적용단계;A fuel compensation applying step in which the injector is fuel injection controlled to a final theoretical fuel amount after the fuel correction completion step, and thus the engine is operated;
를 포함해 수행되는 것을 특징으로 한다.It characterized in that it is performed, including.
상기 엔진의 시동과정에서는 고장(Fault 또는 Error)여부가 체크되어 이상이 없는 상태일 때 엔진을 아이들(Idle)상태로 전환시켜 준다. In the engine startup process, the engine is switched to an idle state when a fault or error is checked and there is no abnormality.
상기 연료보정준비단계에서 상기 자동보정모드의 진입여부는 모드진입버튼으로 선택될 수 있다. Whether to enter the automatic compensation mode in the fuel compensation preparation step may be selected as a mode entry button.
상기 자동보정실행단계로 진입되면, 모드램프가 온되어 시각적으로 자동보정실행중임을 알려준다. When entering the automatic correction execution step, the mode lamp is turned on to visually indicate that the automatic correction execution.
상기 차량 마일리지 조건은 현재 차량 마일리지 ≥ 기준 마일리지로 판단되고, 상기 기준 마일리지는 차량 주행거리에 따른 소모성 부품을 근거로 한다. The vehicle mileage condition is determined as the current vehicle mile ≥ reference mileage, the reference mileage is based on the consumable parts according to the vehicle mileage.
상기 연료보정실행단계의 특정 조건은 인젝터 에이징여부도 포함되고, 차량 마일리지 조건과는 오어(Or)조건으로 함께 적용된다. The specific condition of the fuel correction execution step includes whether the injector is aged, and is applied together with the vehicle mileage condition as an Or condition.
상기 자동보정실행단계는 전기통에 대해 순차적으로 인젝터의 작동 및 강제구동정지를 수행하고, 배기가스의 산소농도 값을 이용해 수행된 기통에 대한 기통별 공연비값으로 전기통 공연비 평균값을 산출한 후, 상기 전기통 공연비 평균값을 기준값(λ)과 대비하여 상기 인젝터별 연료보정 필요 여부를 판단하는 절차로 수행된다. The automatic correction step is to perform the operation and forced drive stop of the injector sequentially for the electric cylinder, after calculating the average of the air-fuel ratio as the air-fuel ratio for each cylinder performed by using the oxygen concentration value of the exhaust gas, The process of determining whether fuel correction is required for each injector is performed by comparing the average value of the electric air-fuel ratio with the reference value λ.
상기 인젝터별 연료보정 필요성은 전기통 공연비 평균값 = 기준값(λ)을 기준으로 판단되고, 상기 기준값(λ)보다 작을 때이며, 상기 기준값(λ)은 λ=1이 적용된다. The necessity of fuel correction for each injector is determined based on the average value of the electric-fuel-fuel ratio = reference value λ, and is smaller than the reference value λ, and λ = 1 is applied to the reference value λ.
상기 연료보정완료단계에서 상기 보정상수값(G)은 기준값(λ)을 λ=1로 하여 1/각 기통 공연비값의 관계식으로 산출하고, 산출된 보정상수값을 현재연료량에 곱해 상기 인젝터별 최종이론연료량이 정해진다. In the fuel correction completion step, the correction constant value (G) is calculated as a relational expression of 1 / each cylinder air-fuel ratio value by setting the reference value (λ) as λ = 1, and the final correction for each injector is multiplied by the calculated correction constant value by the current fuel amount. Theoretical fuel amount is determined.
상기 현재연료량은 엔진회전수(RPM)에 따른 요구연료량이 매칭된 연료량 맵(Map)선도로 산출된다.
The current fuel amount is calculated as a fuel map map with the required fuel amount according to the engine speed RPM.
이러한 본 발명은 연료량 보정을 기통별 담당 인젝터별로 자동수행하여 각 기통별로 정밀한 공연비 보상제어가 이루어지고, 특히 지속적인 분사 연료량 제어로 연비는 물론 성능도 지속적으로 유지시켜 줄 수 있는 효과가 있다.In the present invention, the fuel amount correction is automatically performed for each injector in charge of each cylinder, so precise air-fuel ratio compensation control is made for each cylinder, and in particular, the fuel injection and continuous performance can be continuously maintained by continuous fuel injection control.
또한, 본 발명은 연료량 보정을 기통별 담당 인젝터별로 자동수행하면서도 인젝터의 진단 기능도 수행됨으로써, 오염과 에이징(Aging) 또는 손상으로 문제된 대상 인젝터를 정확히 선별하고 교체할 수 있어 정비비용을 낮추면서도 정비성을 향상하는 효과도 있다.
In addition, the present invention is also performed by the fuel injector for each cylinder injector, while the diagnostic function of the injector is also performed, it is possible to accurately select and replace the target injector problem caused by contamination, aging or damage, while lowering maintenance costs It also has the effect of improving maintainability.
도 1은 본 발명에 따른 대용량 분사연료 자동보정방법의 흐름도이고, 도 2와 도 3은 본 발명에 따른 대용량 분사연료 자동보정방법의 조건선도이다.1 is a flow chart of a large-capacity injection fuel automatic correction method according to the present invention, Figures 2 and 3 is a condition diagram of a large-capacity injection fuel automatic correction method according to the present invention.
이하 본 발명의 실시예를 첨부된 예시도면을 참조로 상세히 설명하며, 이러한 실시예는 일례로서 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자가 여러 가지 상이한 형태로 구현될 수 있으므로, 여기에서 설명하는 실시예에 한정되지 않는다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.
도 1은 본 실시예에 따른 대용량 분사연료 자동보정방법의 로직을 나타낸다.Figure 1 shows the logic of the large-capacity injection fuel automatic calibration method according to the present embodiment.
단계S10과 같이 엔진 시동을 걸기 위해 시동키를 IG ST에 위치시키면, 단계S20에서는 이를 인지한 후 인젝터 자동보정모드로 진입할지 여부를 판단하게 된다.If the ignition key is positioned in the IG ST to start the engine as in step S10, in step S20 it is determined whether or not to enter the injector automatic correction mode.
상기 인젝터 자동보정모드는 기통별 담당 인젝터에 대해 산출된 개별적인 공연비를 이용한 각 기통별 보정상수값의 자동 업데이트(Update)로 연료량 자동보정을 수행하고 더불어 연료량 자동보정 후 인젝터의 진단 기능을 더 수행하기 위한 로직으로 이루어진다.The injector automatic calibration mode automatically performs fuel amount correction by automatically updating a correction constant value for each cylinder using individual air-fuel ratios calculated for each injector in charge of the cylinder, and further performs a diagnostic function of the injector after the fuel amount is automatically corrected. Consists of logic for
상기 단계S20에서 인젝터 자동보정모드 진입이 이루어지지 않으면, 단계S30으로 넘어가 단계S31 및 단계S32와 같이 엔진 시동상태에서 엔진의 고장(Fault 또는 Error)여부를 체크한 다음, 이상이 있으면 단계S300과 같이 엔진 정지됨으로써 중지 상태로 전환된다.If the injector automatic correction mode is not entered in step S20, the process proceeds to step S30 and checks whether the engine has a fault (Fault or Error) in the engine starting state as in steps S31 and S32, and if there is an error, as in step S300 When the engine is stopped, the engine is switched to the stopped state.
반면, 단계S20에서 인젝터 자동보정모드 진입이 이루어지면, 즉시 엔진이 구동된 후 단계S50으로 넘어가 인젝터 자동보정모드 수행을 준비하며, 단계S50은 단계S30과 그에 따른 단계S31 및 단계S32의 결과 엔진 정상일 경우에도 동일하게 수행되어진다.On the other hand, if the injector automatic correction mode is entered in step S20, the engine immediately starts to move to step S50 and prepares to perform the injector automatic correction mode, and the step S50 is the result of the step S30 and the corresponding steps S31 and S32 of the engine is normal. The same is true for the case.
본 실시예에서 단계S20은 단계S30과 단계S40의 과정을 거치지 않고 단계S50으로 바로 진행될 수 있지만, 단계S40을 거치게 되면, 주행거리가 많은 버스에서 엔진 구동전 미리 연료보정이 이루어짐으로써 본격적인 차량 운행중 소모되는 연료량을 크게 줄이는데 기여할 수 있게 된다.In this embodiment, step S20 may proceed directly to step S50 without going through steps S30 and S40. However, if step S40 is carried out, fuel correction is performed before driving the engine in a bus with a large mileage, and thus consumption during full-scale vehicle operation. It can contribute to greatly reducing the amount of fuel that is being used.
한편, 상기 단계S20의 인젝터 자동보정모드 진입 여부는 운전석을 이루는 클러스터에 구비된 모드진입버튼을 이용함으로써 선택되어진다. Meanwhile, whether to enter the injector automatic correction mode in step S20 is selected by using the mode entry button provided in the cluster forming the driver's seat.
이어, 단계S50에서는 차량이 특정한 조건을 만족하는지 여부를 판단하고, 그 결과에 따라 이미 진입된 인젝터 자동보정모드를 계속할지나 또는 인젝터 자동보정모드를 포함하지 않고 기존에 적용되어진 제어로직에 따른 통상적인 연료분사제어를 수행할지를 판단한다.Subsequently, in step S50, it is determined whether the vehicle satisfies a specific condition, and according to the result, whether or not to continue the already injector automatic correction mode or the injector automatic correction mode, which is conventional according to the control logic applied in advance. Determine whether to perform fuel injection control.
이를 위한 특정한 조건으로 현재 차량 마일리지(Driving Miles) ≥ 기준 마일리지(Reference Miles)로 규정되는 주행거리가 적용되며, 상기 기준 마일리지는 연료계통을 구성하는 인젝터와 같은 소모성 부품들의 교체시기를 근거로 적용한다.As a specific condition for this, the mileage defined by the current driving mileage ≥ reference mileage is applied, and the reference mileage is applied based on the time of replacement of consumable parts such as the injector constituting the fuel system. .
또한, 이를 위한 특정한 조건으로 인젝터가 적용될 수도 있으며, 이 경우 인젝터 노후에 따라 필연적으로 나타나는 인젝터 에이징을 근거로 적용한다.In addition, the injector may be applied as a specific condition for this purpose, and in this case, the injector is applied based on the injector aging that is inevitably caused by the injector aging.
그러므로, 단계S50에서는 주행거리 초과여부와 인젝터 에이징 발생 여부로서 인젝터 자동보정모드 진행을 위한 특정한 조건 만족 여부가 판단될 수 있으며, 통상 상기 주행거리 초과여부나 또는 상기 인젝터 에이징 발생 여부는 오어(Or)조건으로 적용한다.Therefore, in step S50, whether the driving distance is exceeded and whether the injector aging has occurred may be determined whether a specific condition for the injector automatic correction mode is satisfied, and whether or not the driving distance is exceeded or whether the injector aging occurs is Or Apply as a condition.
이에 따라, 단계S50에서 현재 차량 마일리지(Driving Miles) ≥ 기준 마일리지(Reference Miles)[또는 인젝터 에이징 발생]의 조건이 충족되지 않으면, 단계S100으로 넘어가 기존에 적용되어진 제어로직에 따른 통상적인 연료분사제어가 이루어지고, 이에 따라 단계S200과 같이 차량이 운행되어진다.Accordingly, if the conditions of the current driving miles ≥ reference miles (or injector aging occurrence) are not satisfied in step S50, the process proceeds to step S100 and the conventional fuel injection control according to the control logic applied previously. The vehicle is driven as in step S200.
하지만, 단계S50에서 현재 차량 마일리지(Driving Miles) ≥ 기준 마일리지(Reference Miles)[또는 인젝터 에이징 발생]의 조건이 충족되면, 단계S60으로 넘어가 엔진을 아이들(Idle)상태로 진입시키고 동시에 단계S70과 같이 인젝터 자동보정모드 실행에 따른 모드램프를 온상태로 전환시켜주게 된다.However, if the conditions of the current driving miles (Reference Miles) (or injector aging occurs) is satisfied in step S50, the process proceeds to step S60 and enters the engine in the idle state and at the same time as in step S70. The mode lamp will be turned ON when the injector auto compensation mode is executed.
단계S60의 아이들(Idle)진입은 아이들(Idle)진입 전 냉각수 온도 및 가스 온도 등에 의해 불안정한 연료 공급 상태를 안정화시켜 줄 수 있고, 또한 인젝터를 강제적으로 구동정지시켜 줄 수 있게 된다.Idle entry of step S60 can stabilize the unstable fuel supply state due to the coolant temperature and the gas temperature before entering the idle, and can also forcibly stop the injector.
단계S70의 모드램프 온 전환으로 운전자는 현재 차량의 상태가 인젝터 자동보정모드 수행중임을 인식할 수 있게 된다.By switching the mode lamp on in step S70, the driver can recognize that the current state of the vehicle is performing the injector automatic correction mode.
이어, 단계S80에서는 인젝터를 강제구동정지시키는 실행모드로 진입하고, 이는 단계S81내지 단계S83에서 각 기통별로 실제적인 인젝터 제어가 이루어짐으로써 공연비 평균값을 산출하게 된다.Subsequently, the step S80 enters the execution mode for forcibly driving the injector, and the air-fuel ratio average value is calculated by performing actual injector control for each cylinder in steps S81 to S83.
단계S81은 기통의 공연비 산출을 위해 필요한 정보인 배기계의 배기가스내 산소농도가 산소센서를 이용해 검출된 값임을 의미한다.Step S81 means that the oxygen concentration in the exhaust gas of the exhaust system, which is information necessary for calculating the air-fuel ratio of the cylinder, is a value detected by using an oxygen sensor.
단계S82는 각 기통별 담당 인젝터를 강제 구동정지하고, 그에 따른 각 기통별 공연비와 배기계의 산소농도 값을 이용함으로써 전기통 공연비 평균값(Pi_avr)을 산출하여 준다.Step S82 forcibly stops the injector in charge of each cylinder, and calculates the average air-fuel ratio average value Pi_avr by using the air-fuel ratio for each cylinder and the oxygen concentration value of the exhaust system.
도 2는 이러한 과정을 예시한 것으로서, 도시된 바와 같이 얻고자 하는 공연비는 전기통공연비값(Ptotal)과 초기 전기통 공연비 평균값(Ptotal_avr) 및 실린더(인젝터)강제구동정지에 따른 각 기통 공연비값(X1,...,X6)을 구한 다음, 이들로부터 전기통 공연비 평균값(Pi_avr)이 산출되는 과정을 거쳐 이루어짐을 알 수 있다.Figure 2 illustrates this process, and as shown, the air-fuel ratio to be obtained is the average value of each cylinder air-fuel ratio (Ptotal), the average value of the initial cylinder air-fuel ratio (Ptotal_avr) and the cylinder (injector) forced driving ( X1, ..., X6), it can be seen that through the process of calculating the average air-fuel ratio (Pi_avr) from them.
이어, 단계S83은 전 기통에 대한 인젝터 강제구동정지 과정이 1사이클(Cycle)완료됨으로써 원하는 전기통 공연비 평균값(Pi_avr)이 산출된 후, 산출된 전기통 공연비 평균값(Pi_avr)을 기준값(λ)과 비교함으로써 필요한 연료보정량을 판단하게 된다.Subsequently, in step S83, the injector forced drive stop process for the entire cylinder is completed by one cycle, and the desired electric-fuel-fuel ratio average value Pi_avr is calculated, and then the calculated electric-fuel-fuel ratio average value Pi_avr and the reference value? The comparison will determine the fuel correction required.
이때, 기준값(λ)는 λ=1을 적용하고, 이에 대한 전기통 공연비 평균값(Pi_avr)의 일치정도로 필요한 연료보정량이 결정되어진다.At this time, the reference value [lambda] is applied to [lambda] = 1, and the required fuel correction amount is determined by the degree of agreement of the average value of the electric-fuel-fuel ratio (Pi_avr).
상기와 같이 단계S80과 그에 따른 단계S81내지 단계S83의 수행으로 각 인젝터의 연료보정이 필요하게 되면, 이어 단계S90으로 넘어가 연료보정완료모드에 따른 절차를 수행하고, 이는 단계S91과 단계S92를 통해 수행됨으로써 인젝터의 최종 연료량이 결정되어진다.When the fuel correction of each injector is necessary by performing the steps S80 and the following steps S81 to S83 as described above, the process proceeds to step S90 and performs the procedure according to the fuel correction completion mode, which is performed through steps S91 and S92. By performing, the final fuel amount of the injector is determined.
단계S91에서는 기준값(λ)에 대해 보정상수값(G)을 산출하고, 단계S92에서는 보정상수값(G)을 이용해 각각의 인젝터에 적용되는 최종이론연료량이 산출되어진다.In step S91, the correction constant value G is calculated with respect to the reference value [lambda], and in step S92, the final theoretical fuel amount applied to each injector is calculated using the correction constant value G.
도 3은 이러한 과정을 예시한 것으로서, 도시된 바와 같이 얻고자 하는 보정상수값(G)은 기준값(λ)인 λ=1과 각 기통 공연비값(X1,...,X6)의 관계를 이용함으로써 각각의 기통에 대한 보정상수값(G1)내지 보정상수값(G6)이 구해지고, 구해진 보정상수값(G1,..,G6)를 현재연료량에 곱함으로써 최종이론연료량이 결정됨을 알 수 있다.3 illustrates such a process, and as shown, the correction constant G to be obtained uses a relationship between a reference value λ = 1, λ = 1, and each cylinder air-fuel ratio value X1, ..., X6. As a result, the correction constant value G1 to the correction constant value G6 for each cylinder are obtained, and the final theoretical fuel amount is determined by multiplying the obtained correction constant values G1, .., G6 by the current fuel amount. .
여기서, 현재연료량은 엔진회전수(RPM)에 따른 요구연료량이 매칭된 연료량 맵(Map)선도를 이용하며, 이러한 연료량 맵선도는 엔진제어시 기본적으로 적용되는 연료량 맵선도를 의미한다.Here, the current fuel amount uses a fuel map map in which the required fuel amount according to the engine speed RPM is matched, and this fuel map map means a fuel map map which is basically applied in engine control.
상기와 같이 단계S90과 그에 따른 단계S91 및 단계S92의 수행으로 각 인젝터의 최종이론연료량이 결정되면, 단계S100으로 넘어가 연료분사제어가 이루어져 단계S200과 같이 차량이 운행되어진다.When the final theoretical fuel amount of each injector is determined by performing step S90 and the following steps S91 and S92 as described above, the process proceeds to step S100 and fuel injection control is performed to operate the vehicle as in step S200.
하지만, 이 경우에 따른 각 기통별 담당 인젝터는 인젝터 자동보정모드의 실행에 따라 산출된 최종이론연료량으로 연료분사제어가 이루어짐으로써, 각 기통별 공연비 보상제어를 정밀하게 구현하여 연비를 향상하면서 동시에 성능을 지속적으로 유지할 수 있다.However, the fuel injector in each cylinder according to this case is fuel injection control with the final theoretical fuel amount calculated according to the execution of the injector automatic compensation mode. Can be maintained continuously.
설명된 바와 같이, 본 실시예의 대용량 분사연료 자동보정방법은 인젝터 자동보정모드의 실행에 따라 산출된 최종이론연료량으로 각 기통별 담당 인젝터의 연료분사제어가 이루어짐으로써, 각 기통별 공연비 보상제어를 정밀하게 구현하여 연비 향상과 지속적인 성능 유지는 물론 오염과 에이징(Aging) 또는 손상으로 문제된 대상 인젝터를 정확히 선별하고 교체할 수 있는 편리성도 있게 된다.As described, the large-capacity injection fuel automatic correction method of this embodiment is the final theoretical fuel amount calculated according to the execution of the injector automatic correction mode, the fuel injection control of the injector in charge of each cylinder is made, thereby precisely adjusting the air-fuel ratio compensation for each cylinder This improves fuel economy and sustained performance, as well as the convenience of accurately selecting and replacing target injectors that are affected by contamination, aging or damage.
Claims (11)
상기 엔진이 아이들 상태로 전환되면, 차량의 운행 거리인 차량 마일리지가 특정 조건을 충족하는지 여부를 판단하는 연료보정실행단계;
상기 차량 마일리지 조건이 충족되면, 각 기통별 상기 인젝터 작동 및 강제구동정지를 전체 기통에 대해 수행함으로써 전기통 공연비 평균값(Pi_avr)을 산출하고, 상기 전기통 공연비 평균값(Pi_avr)을 기준값(λ)과 비교하여 상기 인젝터의 연료보정 필요 여부를 판단하는 자동보정실행단계;
상기 인젝터의 연료보정이 필요하면, 상기 기준값(λ)과 각 기통 공연비값을 이용해 각각의 기통에 대한 개별적인 보정상수값(G)을 산출하고, 상기 보정상수값(G)과 현재연료량을 이용해 상기 인젝터의 최종이론연료량을 산출하는 연료보정완료단계;
상기 연료보정완료단계후에는 상기 인젝터가 최종이론연료량으로 연료분사제어되고, 이를 통해 상기 엔진이 운행되는 연료보정적용단계;
를 포함해 수행되는 것을 특징으로 하는 대용량 분사연료 자동보정방법.
Starting the engine, and enters the automatic correction mode for correcting the injector injection fuel amount, the fuel correction preparation step of switching the engine started to the idle state (Idle);
A fuel correction execution step of determining whether a vehicle mileage which is a driving distance of a vehicle satisfies a specific condition when the engine is switched to an idle state;
When the vehicle mileage condition is satisfied, the injector operation and forced drive stop for each cylinder are performed for the entire cylinder to calculate the average air-fuel ratio ratio Pi_avr, and the average air-fuel ratio average value Pi_avr and the reference value? An automatic correction execution step of determining whether the fuel injector needs to be corrected by comparison;
When the fuel correction of the injector is required, the respective correction constant value G for each cylinder is calculated using the reference value lambda and each cylinder air-fuel ratio value, and the correction constant value G and the current fuel amount are used. A fuel correction completion step of calculating a final theoretical fuel amount of the injector;
A fuel compensation applying step in which the injector is fuel injection controlled to a final theoretical fuel amount after the fuel correction completion step, and thus the engine is operated;
Large-capacity injection fuel automatic correction method characterized in that it is carried out including.
The method of claim 1, wherein the engine is switched to an idle state when a fault or error is checked in an engine startup process.
The method of claim 1, wherein the entry of the automatic compensation mode in the fuel compensation preparation step is characterized in that the automatic injection of the large-capacity injection fuel, characterized in that can be selected by the mode entry button.
The method of claim 1, wherein when the automatic calibration execution step is entered, the mode lamp is turned on to visually indicate that the automatic calibration is being executed.
The method of claim 1, wherein the vehicle mileage condition is determined as a current vehicle mile ≥ a reference mileage, and the reference mileage is based on consumable parts based on a vehicle mileage.
The method of claim 1, wherein the specific condition of the fuel correction step includes injector aging, and the vehicle mileage condition is applied together with an Or condition.
The method of claim 1, wherein the step of performing the automatic correction is performed for the operation of the injector and the forced driving of the electric cylinder sequentially, and the average air-fuel ratio as the air-fuel ratio per cylinder for the cylinder performed by using the oxygen concentration value of the exhaust gas After calculating the, the fuel injection automatic correction method for a large-capacity injection fuel, characterized in that the process of determining whether the fuel correction for each injector is necessary by comparing the average value of the electric cylinder air-fuel ratio with a reference value (λ).
The method of claim 7, wherein the necessity of fuel correction for each injector is determined based on an average value of the electric-fuel-fuel ratio = a reference value (λ), and is smaller than the reference value (λ).
9. The method of claim 8, wherein the reference value? Is? = 1.
The method according to claim 1, wherein in the fuel correction step, the correction constant value (G) is calculated as a relational expression of 1 / each cylinder air-fuel ratio value by setting the reference value (λ) as λ = 1, and the calculated correction constant value is applied to the current fuel amount. Large-capacity injection fuel automatic correction method characterized in that the final theoretical fuel amount for each injector is determined.
The method of claim 10, wherein the current fuel amount is calculated as a fuel map map with the required fuel amount according to the engine speed (RPM).
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| KR1020110125882A KR101273055B1 (en) | 2011-11-29 | 2011-11-29 | Multi Point Injection Fuel Flux Auto Calibration Method |
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| KR1020110125882A KR101273055B1 (en) | 2011-11-29 | 2011-11-29 | Multi Point Injection Fuel Flux Auto Calibration Method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101515015B1 (en) * | 2013-10-31 | 2015-04-24 | 주식회사 현대케피코 | method for checking and controlling fuel ratio of engine |
| US10330041B2 (en) | 2016-09-12 | 2019-06-25 | Hyundai Motor Company | Method of resuming multi-port injection using an intake stroke and a vehicle using same |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR20200079050A (en) | 2018-12-24 | 2020-07-02 | 현대자동차주식회사 | Method for learning emergency injection correction of an injector for inhibiting misfire |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR19990011880A (en) * | 1997-07-25 | 1999-02-18 | 양재신 | Fuel control method of natural gas vehicle |
| KR100444452B1 (en) | 2001-12-13 | 2004-08-16 | 현대자동차주식회사 | fuel injection control method for a diesel engine |
| JP2007113515A (en) | 2005-10-21 | 2007-05-10 | Nissan Motor Co Ltd | Device for estimating individual cylinder air fuel ratio distribution for engine |
| KR100992665B1 (en) * | 2008-11-24 | 2010-11-05 | 현대자동차주식회사 | Method for correcting fuel injection quantity for injector aging |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101515015B1 (en) * | 2013-10-31 | 2015-04-24 | 주식회사 현대케피코 | method for checking and controlling fuel ratio of engine |
| US10330041B2 (en) | 2016-09-12 | 2019-06-25 | Hyundai Motor Company | Method of resuming multi-port injection using an intake stroke and a vehicle using same |
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