KR20140145573A - Automotive Electronic Control Engine Simulator - Google Patents

Abstract

Disclosed is an automotive electronic control engine simulator showing an operation of an automotive engine to the outside. The automotive engine simulator includes a fuel-injection confirmation part exposing a fuel injection part of the automotive engine to the outside and surrounding the fuel injection part by a fuel injection housing formed of a transparent material to recover the injected fuel; an ignition device confirmation part for allowing an ignition state of an ignition device of the automotive engine to be confirmed from the outside; a low-speed driving part for driving the automotive engine at a speed lower than that in which the automotive engine is installed and driven; a low-speed crank shaft rotation position detection sensor installed on a crank shaft of the automotive engine to detect a rotation position of the crank shaft; a cam shaft rotation position detection sensor for detecting a rotation position of a cam shaft of the automotive engine; and a control part for controlling the fuel injection part and the ignition device on the basis of sensing values of the crank shaft rotation position detection sensor and cam shaft rotation position detection sensor. Thus, according to the automotive engine simulator, the fuel injection state and the ignition state of the ignition device may be easily examined.

Description

[0001] Automotive Electronic Control Engine Simulator [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automotive electronic control engine simulator, and more particularly, to an automotive electronic control engine simulator that externally displays the operation of an automobile engine.

The automobile is composed of tens of thousands of parts, its operation is very complicated, and it requires a lot of professional manpower for production and maintenance. Therefore, many simulators have been developed for the main parts of automobiles for education purposes, such as showing the behavior of the vehicle to the outside or cultivating skilled workers.

The engine is the most critical part of driving a car, fuel is injected into the cylinder and explosion occurs by the operation of the ignition device. However, since fuel injection and explosion are generated inside the closed cylinder, it is very difficult to show the actual operating relationship externally. Therefore, conventionally, the crankshaft and the camshaft are merely driven forcibly to show the operation of the cylinder and the valve, and a disadvantage that the vital fuel injection due to the rotation of the crankshaft and the camshaft and the operation relationship of the ignition device can not be shown there was.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and it is an object of the present invention to provide an automotive electronic control engine simulator which can vividly show the fuel injection of the injector and the ignition operation of the spark plug.

In order to solve the above-described problems, an embodiment of the present invention provides a fuel injection control system comprising: a fuel injection confirmation unit wrapped in a transparent fuel injection unit housing to allow a fuel injection unit of an automobile engine to be exposed to the outside, An ignition device confirmation unit formed so that an ignition state of the ignition device of the automobile engine can be confirmed from outside; A low-speed driving unit for driving the automobile engine at a speed lower than a speed at which the automobile engine is installed in the automobile; A low-speed crankshaft rotation position sensor installed on a crankshaft of the automobile engine for sensing a rotation position of the crankshaft; A camshaft rotational position detecting sensor for detecting a rotational position of the camshaft of the automobile engine; And a controller for controlling the fuel injector and the ignition device on the basis of sensor values of the crankshaft rotational position sensor and the camshaft rotational position sensor.

Here, the fuel injection confirmation unit may include a fuel tank for collecting the fuel recovered in the fuel injection unit housing; And a fuel pump for sending fuel collected in the fuel tank to the fuel injecting unit.

The ignition device confirmation unit includes an indicator that is connected to the ignition device and is ignited when the igniter is operated.

The low-speed drive unit includes: a motor generating a rotational force; And a power transmitting portion for transmitting a driving force of the motor to drive the crankshaft and the camshaft.

The ignition device confirmation unit may be configured to ignite the cylinder head block such that the cylinder head block is fixed to the cylinder block so that a part of the cylinder head block, which is located on the upper surface of the cylinder block of the automobile engine, And a device cradle.

The ignition device cradle includes a cylinder block fixing surface fixed to the cylinder block; And a header block fixing surface fixed to the cylinder block fixing surface so as to be inclined and fixing the cylinder header block.

The fuel injection confirming portion is fixed at a position where the fuel injection portion is exposed to the outside after cutting off the cylinder header block provided with the fuel injection portion.

As described above, according to the present invention, various effects including the following can be expected. However, the present invention does not necessarily achieve the following effects.

An automotive electronic control engine simulator of an embodiment of the present invention makes it possible to easily observe the ignition state of the fuel injection and ignition device.

By using an engine driven at high speed, it is possible to confirm the fuel injection and the ignition state of the ignition device in accordance with this, even when driven at a low speed.

Further, the problem that the fuel injection and the ignition can be repeated many times in a given operating section when driving at a low speed is solved.

In addition, a rapid acceleration mode can be implemented with a simple configuration.

1 is a schematic diagram of an automotive electronic control engine simulator according to an embodiment of the present invention;
Fig. 2 is a side view of Fig.
Fig. 3 is a block diagram showing the operating relationship of the control unit of Fig. 1
4 is a diagram showing a low-speed rotation position area and a high-
5 is a flowchart for the main routine showing the operation of the ignition signal generator in steps;
Fig. 6 is a flow chart for a subroutine to be operated when there is a change in the value of the high-speed rotation position area

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

Fig. 1 is a schematic diagram of an automotive electronic control engine simulator according to an embodiment of the present invention, Fig. 2 is a side view of Fig. 1, and Fig. 3 is a block diagram showing an operating relationship of an automotive electronic control engine control unit according to an embodiment of the present invention

As shown in these drawings, the automotive electronic control engine simulator according to one embodiment of the present invention is configured to allow the fuel injection unit 110 of the automobile engine 1 to be exposed to the outside, A fuel injection confirmation unit 100 wrapped by a transparent fuel injection unit housing 120 and an ignition device confirmation unit 200 formed to allow the ignition device 210 to check an ignition state of the ignition device 210 from outside, A low speed drive unit 300 for driving the automobile engine at a speed lower than a speed at which the automobile engine is installed in the vehicle and a low speed drive unit 300 installed at the crankshaft 410 for sensing the rotational position of the crankshaft 410 of the automobile engine. A crankshaft rotation position detection sensor 420 and a camshaft rotation position detection sensor 520 for sensing a rotation position of the camshaft 510. The crankshaft rotation position detection sensor 420 and the camshaft rotation position detection sensor 520 ) Sensor value Given by a control unit 600 for controlling the fuel injection assembly (110) and the ignition device (210).

The conventional automobile engine 1 is provided with a cylinder block 11 in which a cylinder is formed and a cylinder block 11 which is located on the upper surface of the cylinder block 11 and which drives the ignition device 210, the fuel injecting portion 110 and the intake and exhaust valve And a cylinder header block (12, 13) provided with a camshaft (21).

The fuel injector 110 and the ignition device 210 of the engine are located deeply in the engine so that the ignition device 210 and the igniter 210 , A separate structure is required to expose the fuel injecting unit 110 to the outside.

First, after the cylinder header blocks 12 and 13 are separated from the cylinder block 11, the cylinder header block 12 to which the ignition device 210 is attached and the cylinder header block 13).

The cylinder header block 13 in which the fuel injecting unit 110 is installed is fixed at a position where the fuel injecting unit 110 is exposed to the outside. In the embodiment of the present invention, the igniter 210 is disposed so as to cross at right angles with the cylinder header block 12 to which the igniter 210 is attached. However, the present invention is not limited thereto and the operation of the fuel injector 110 can be easily observed If any, any position is acceptable. However, it is most preferable to form the same as the embodiment of the present invention in order to confirm the operation relationship of the fuel injecting unit 110 operating in conjunction with the ignition device.

 Next, the fuel injection part housing 120 is formed so as to collect the fuel injected from the fuel injection part by acrylic or the like of transparent material.

The fuel injection confirmation unit 100 includes a fuel tank 130 for collecting the fuel recovered in the fuel injection unit housing 120 and a fuel injector 110 for collecting the fuel collected in the fuel tank 130, And a fuel pump (not shown) for sending out the fuel. The fuel pump may be constructed using a separate driving device from the low-speed driving part 300, but may be implemented using the same driving device as the driving device of the low-speed driving part 300 for simplifying the equipment.

The ignition device confirmation unit 200 is disposed on the upper surface of the cylinder block 11 of the automobile engine so that a part of the surface of the cylinder header block 12 in which the ignition device is installed is in contact with the cylinder block, And an ignition device holder (30) for fixing the header block (12) to the cylinder block (11).

The ignition device cradle 30 includes a cylinder block fixing surface 31 fixed to the cylinder block and a header block fixing surface 31 fixed to the cylinder block fixing surface 31 to fix the cylinder header block. A front connecting portion 33 connecting the cylinder block fixing surface 31 and the header block fixing surface 32 at the front side and a rear connecting portion 34 connecting at the rear side. The length of the front connecting portion 33 is longer than the length of the rear connecting portion 34, so that the ignition device is disposed so as to be seen more clearly from the front.

The ignition device confirmation unit 200 includes an indicator light 220 connected to the ignition device 210 to be ignited when the ignition device is operated. The display lamp 220 may be implemented as an LED, a high voltage bulb, or the like. The indicator 220 can be driven by connecting directly to a power source supplied to the spark plug or to a power source supplied to the ignition coil.

The low speed driving unit 300 includes a motor 310 for generating a rotational force and a power transmission unit 320 for transmitting the driving force of the motor 310 to drive the crankshaft 410 and the camshaft 510, . The power transmitting portion 320 may be formed in a pulley, a chain, or a gear structure.

The camshaft rotation position detection sensor 520 is a sensor for detecting the rotation position of the camshaft (i.e., detecting whether or not the camshaft rotates once). When the camshaft 510 rotates once, one signal (hereinafter referred to as a CMP signal) .

Fig. 3 is a block diagram showing the operating relationship of the control unit of Fig. 1, and Fig. 4 is a diagram showing a low-speed rotation position region and a high-speed rotation position region.

3, the controller 600 may divide the rotational position of the crankshaft 410 into a plurality of high-speed rotational position areas, and then measure the rotational speed of the crankshaft rotational position sensor 420 From the output value of the sensor value converting unit 610 and the output value of the camshaft rotational position detecting sensor 520 to a value of the corresponding high speed rotation position area 421a, An ignition signal generation unit 620 for generating an ignition signal when the fuel injection of the fuel injection unit and the ignition condition of the ignition apparatus correspond to an ignition signal generated by the ignition signal generation unit 620, And an ignition control unit 630 for operating the ignition device.

Generally, the crankshaft 410 and the camshaft 510 of the engine rotate at a very high speed. Therefore, in the case of driving at an operating speed of a normal engine, it is difficult to easily grasp the operating relationship due to high-speed rotation. In order to solve this problem, the present invention drives an automobile engine at a very low speed with a low-speed driving unit so that an operating relationship can be easily grasped.

However, when the engine is driven at a low speed, the output voltage generated from the crankshaft rotational position detecting sensor attached to an ordinary automobile is low and can not be easily used for control. A sensor using a magnetic field is used as a rotational position sensing sensor. Since it is positioned at a high speed to detect a position, the magnetic field is hardly changed at a low speed, so detection itself is difficult.

As a result, a low-speed crankshaft rotational position detecting sensor 420 capable of measuring a more sensitive displacement is used. Therefore, the low-speed crankshaft rotation position detection sensor 420 can be sensed more sensitively than the crankshaft rotation position detection sensor driven at high speed. The low-speed crankshaft rotational position sensor 420 also uses a magnetic field sensor.

The low-speed crankshaft rotation position detection sensor 420 divides the rotation position of the crankshaft into a plurality of low-speed rotation position areas 421b, and generates a position change signal when there is a change in the low-speed rotation position area 421b. In the present invention, the low-speed rotation position region 421b is divided into 360 pieces.

On the other hand, the high-speed rotation position area 421a is divided into about 58 pieces. The relationship between the low-speed rotation position area 421b and the high-speed rotation position area 421a is shown in Fig. The sensor value converting unit 610 converts the value of the low-speed rotation position area 421b into the value of the corresponding high-speed rotation position area 421a.

As described above, the automotive electronic control engine simulator of the embodiment of the present invention enables easy observation and learning of its operation. Particularly, there is an advantage that it is possible to observe the fuel injection and the operation of the ignition device which are conventionally difficult to observe.

Further, by driving the engine of the automobile at low speed and converting these signals into signals suitable for the automobile engine, it is possible to drive at a low speed so that the operation of the automobile electronic control engine simulator can be easily observed.

As described above, a plurality of low-speed rotation position areas 421b belong to one high-speed rotation position area 421a. Accordingly, when it is determined whether or not an ignition signal is generated every time the low-speed rotation position region 421b is changed, a plurality of ignition signals are generated in one high-speed rotation position region 421a, and the fuel injection and ignition device malfunctions . That is, in one high-speed rotation position region 421a, the fuel injection and ignition device must be operated only once, not in the rapid mode.

In order to solve this problem, the control unit 600 implements a function of preventing the fuel injection unit and the ignition device from being operated in a redundant manner during one continuous ignition signal.

That is, the sensor value converter 610 generates a rotation position variation signal (referred to as 'CKP signal') of the crankshaft 410 when there is a variation in the high-speed rotation position region 421a, The ignition signal generator 620 determines whether or not the ignition signal is generated when the crankshaft rotation position variation signal is generated.

More specifically, the low-speed crankshaft rotation position detection sensor 420 generates a signal when there is a change in the low-speed rotation position region 421b, and the sensor value conversion unit 610 converts the low- Speed rotation position region value 421a corresponding to the rotation position value 421b.

The ignition signal generator 620 generates an ignition signal for operating the fuel injector and the ignition device when there is a change in the high-speed rotation position region value 421a.

Alternatively, the ignition control unit 630 may operate the fuel injection unit and the ignition device at least two times in response to a single ignition signal in the rapid acceleration mode, thereby realizing a rapid acceleration mode.

FIG. 5 is a flowchart of the main routine showing the operation of the ignition signal generator in steps; and FIG. 6 is a flowchart of a subroutine operating when there is a change in the high-speed rotation position area value.

5 and 6, the operation of the above-described ignition signal generator will be described in detail.

First, it is determined whether a CMP signal is generated to determine whether a CMP signal is generated from the camshaft rotation sensor 420. If a signal is generated in step S110, In step S120, it is determined whether the vehicle is rapidly accelerated or not. In step S130, whether the vehicle is rapidly accelerated or not is determined. If the vehicle is in the rapid acceleration mode, the ignition control unit 630 is called, (S150) for judging whether or not one stroke has been completed after completion of the rapid acceleration control step (S140) or in the case of the rapid acceleration mode, .

The count value n is the number of changes in the value of the high-speed rotation position region 421a, which is increased by the number of times the subroutine described later is called. That is, the count value n indicates the degree of rotation of the crankshaft. Here, one rotation of the crankshaft is made up of 58 high-speed rotation position regions 421a.

When the crankshaft makes two revolutions based on four cylinders in the stroke completion judgment step S150, the stroke is completed, so that it is judged that the stroke is completed when the count value n becomes 116 (58 * 2). When the stroke is completed in the stroke completion judgment step S150, the flow goes to the step S110 in which the first CMP signal occurrence is judged again.

If there is a change in the high-speed rotation position area value in the sensor value converter 610 (i.e., when a CKP signal is generated) during the execution of the main routine, the subroutine of FIG. 5 is called.

The subroutine includes a count increasing step S210 for incrementing the count value n by 1 and a ignition timing determining step for determining whether the count value n corresponds to the fuel injection and ignition conditions after the count increasing step S210 is executed. And an ignition signal generating step S230 for generating an ignition signal to the ignition control unit 630 when the output value of the determination step S220 and the ignition timing determination step S220 is YES.

The ignition timing in the ignition timing determination step (S220) can be variously set according to the type of the engine.

As described above, the automobile engine simulator of the embodiment of the present invention makes it possible to easily observe the ignition state of the fuel injection and ignition device.

Further, even when the engine is driven at a high speed and driven at a low speed, the ignition state of the fuel injection and the ignition device can be checked accordingly.

In addition, the problem that the fuel injection and ignition can be repeated many times in one signal by driving at a low speed is solved.

In addition, a rapid acceleration mode can be implemented with a simple configuration.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the invention.

110: fuel injecting part 120: fuel injecting part housing
100: fuel injection confirmation unit 210: ignition device
200: ignition device confirmation unit 300: low speed drive unit
30: Ignition device mount 31: Cylinder block mounting surface
32: Header block fixing surface 410: Crankshaft
420: Low speed crankshaft rotation position sensor
510: camshaft 520: camshaft rotation position detection sensor
600: control unit 421a: high-speed rotation position area
610: sensor value conversion unit 620:
630: ignition control unit 421b: low speed rotation position area
130: fuel tank 310: motor
320: Power transmission unit

Claims (1)

A fuel injection confirmation unit wrapped in a transparent fuel injection unit housing to allow the fuel injection unit of the automobile engine to be exposed to the outside and to recover the injected fuel;
An ignition device confirmation unit formed so that an ignition state of the ignition device of the automobile engine can be confirmed from outside;
A low-speed driving unit for driving the automobile engine at a speed lower than a speed at which the automobile engine is installed in the automobile;
A low-speed crankshaft rotation position sensor installed on a crankshaft of the automobile engine for sensing a rotation position of the crankshaft;
A camshaft rotational position detecting sensor for detecting a rotational position of the camshaft of the automobile engine; And
A control unit for controlling the fuel injector and the ignition device based on a sensor value of the crankshaft rotational position sensor and the camshaft rotational position sensor;
Wherein the engine simulator comprises:

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