KR20170000694A - Sub Engine Control Unit for remodeling to gasoline vehicle and Method for operating the same - Google Patents

Sub Engine Control Unit for remodeling to gasoline vehicle and Method for operating the same Download PDF

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Publication number
KR20170000694A
KR20170000694A KR1020150089963A KR20150089963A KR20170000694A KR 20170000694 A KR20170000694 A KR 20170000694A KR 1020150089963 A KR1020150089963 A KR 1020150089963A KR 20150089963 A KR20150089963 A KR 20150089963A KR 20170000694 A KR20170000694 A KR 20170000694A
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South Korea
Prior art keywords
signal
lpi
ecu
gasoline
control unit
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KR1020150089963A
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Korean (ko)
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KR101720420B1 (en
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천성재
이창헌
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(주)하이퍼
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Abstract

The present invention relates to an auxiliary ECU (Engine Control Unit) applicable to convert a LPI (Liquid Propane Injection) vehicle into a gasoline vehicle and an operation method thereof, And to an operation method of the auxiliary ECU.
The use of such an auxiliary ECU makes it possible to convert an existing LPI vehicle into a gasoline vehicle more easily and safely than before.

Description

TECHNICAL FIELD [0001] The present invention relates to a sub-ECU for remodeling a gasoline vehicle,

The present invention relates to an auxiliary ECU (Engine Control Unit) applicable to convert a LPI (Liquid Propane Injection) vehicle into a gasoline vehicle and an operation method thereof, And to an operation method of the auxiliary ECU.

The use of such an auxiliary ECU makes it possible to convert an existing LPI vehicle into a gasoline vehicle more easily and safely than before.

All domestic automakers are simultaneously producing gasoline MPI and gas LPI vehicles for the same model of vehicle. Therefore, gasoline fuel systems, such as fuel tanks, injectors, and fuel lines, are readily available for retrofitting to gasoline vehicles and can be retrofitted to LPI vehicles.

However, as the long-term rental car of LPG (LPI) vehicles increases, the inventory of LPI-owned vehicles is gradually increasing. However, such LPI used cars can not be sold to the general public due to domestic laws and are not distributed to the market. As a result, LPI used cars remain as bad stocks of rental car companies.

Accordingly, the movement of converting LPI vehicles into gasoline vehicles is being activated both at home and abroad. However, when replacing the basic LPI system in a vehicle with a gasoline fuel system, there is no device capable of controlling injectors, purge valves, etc. In particular, when the LPI fuel system is removed and a gasoline fuel system is installed, So that the engine can not be operated.

Korean Patent No. 10-1320414

SUMMARY OF THE INVENTION It is an object of the present invention to provide an auxiliary ECU and an operation method thereof that can operate normally even when a separate gasoline fuel system is installed without replacing an LPI ECU that is basically installed in an LPI vehicle .

Accordingly, it is an object of the present invention to provide an auxiliary ECU that enables an LPI vehicle to be easily converted into a gasoline vehicle by developing an auxiliary ECU for gasoline remodeling applicable to an existing LPI vehicle, and an operation method thereof.

The auxiliary ECU according to the present invention is connected to an ECU (Engine Control Unit) of an LPI (Liquid Propane Injection) system to control a gasoline injector and a canister purge valve.

Such an auxiliary ECU may include the following configuration.

An auxiliary ECU according to an aspect of the present invention includes a gasoline injector control unit for converting an LPI injector signal transmitted from an LPI ECU into a gasoline injector signal and controlling the gasoline injector using the gasoline injector signal; And generating a control signal for the canister purge valve when the temperature of the cooling water of the engine is equal to or higher than a predetermined temperature and the revolutions per minute (RPM) of the engine is equal to or higher than a predetermined value, and controlling the canister purge valve using the control signal of the canister purge valve And a canister purge valve control unit.

In this case, the gasoline injector control unit includes: a signal converter for converting a peak & hold signal transmitted from the LPI ECU into a high / low signal; A signal generator for generating a gasoline injector signal using the high / low signal converted by the signal converter, the voltage of the engine system, and the manifold absolute pressure (MAP) information; And a control unit for controlling the gasoline injector using the gasoline injector signal.

In this case, when the LPI injection start time is sensed, the control unit controls the gasoline injector to perform the gasoline injection operation after a predetermined time interval from the time point. When the LPI injection end time is detected, the control unit calculates the gasoline injection time to the time point Based on this, it is possible to calculate the end point of the gasoline injection and to control the gasoline injector so as to stop the gasoline injection operation at the end of the calculated gasoline injection.

The canister purge valve control unit may control the engine purge valve based on RPM and manifold absolute pressure (MAP) of the engine when the cooling water temperature of the engine is equal to or higher than a predetermined temperature and RPM (Revolutions Per Minute) It is possible to generate a control signal of a canister purge valve which is a PWM (Pulse Width Modulation) signal having a constant duty ratio, and to control the canister purge valve by using the control signal of the canister purge valve.

The auxiliary ECU may further include a fuel pump driving control unit for measuring a fuel pump driving signal received from the LPI ECU and providing a diagnosis signal corresponding to the measured fuel pump driving signal to the LPI ECU.

The auxiliary ECU may further include a shut-off valve controller having a dummy resistor circuit having one end connected to the shut-off valve circuit configuration of the LPI ECU and the other end connected to a constant-voltage fixed voltage.

The auxiliary ECU may further include a gas temperature / pressure controller for providing a gas temperature signal having a predetermined magnitude value to the LPI ECU and a gas pressure signal having a predetermined pattern to the LPI ECU.

An auxiliary ECU according to another aspect of the present invention includes a gasoline injector control unit for converting an LPI injector signal transmitted from an LPI ECU into a gasoline injector signal and controlling the gasoline injector using the gasoline injector signal; When the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the revolutions per minute (RPM) of the engine is equal to or higher than a certain level, a control signal for the canister purge valve is generated and the canister purge valve is controlled using the control signal for the canister purge valve A canister purge valve control unit; A fuel pump controller for measuring a fuel pump driving signal supplied from the LPI ECU and providing a diagnosis signal corresponding to the fuel pump driving signal to the LPI ECU; A shut-off valve control part consisting of a dummy resistor circuit having one end connected to the shut-off valve circuit configuration of the LPI ECU and the other end connected to a constant-voltage fixed voltage; And a gas temperature / pressure controller for providing a gas temperature signal having a predetermined magnitude value to the LPI ECU and a gas pressure signal having a predetermined pattern to the LPI ECU.

According to another aspect of the present invention, there is provided a method of operating an auxiliary ECU including the steps of: (A) outputting an initial fuel pressure signal according to a pump ON; (B) measuring an engine system voltage, a cooling water temperature, a manifold absolute pressure (MAP) and calculating an RPM (Revolutions Per Minute) of the engine; (C) measuring the LPI injector signal transmitted from the LPI ECU, and controlling the gasoline injector by generating a gasoline injector signal using the LPI injector signal, the engine system voltage, and the intake manifold negative pressure (MAP) information; And (D) controlling the operation of the canister purge valve by generating a control signal for the canister purge valve when the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the RPM of the engine is equal to or higher than a certain level.

At this time, the steps (C) and (D) may be operable in parallel.

An auxiliary ECU and its operating method for retrofitting a gasoline vehicle in accordance with a preferred embodiment of the present invention provides appropriate signaling information to the LPI ECU of the LPI vehicle and is configured to provide gasoline injector and canister purge So that the valve can be controlled.

In addition, the auxiliary ECU and its operation method have an effect of enabling an error-free operation even when the LPI fuel system is replaced with a gasoline fuel system in a conventional LPI vehicle system.

1 shows a system structure of a general LPI vehicle,
2 shows a structure in which an LPI fuel system is controlled by an LPI ECU of a general LPI vehicle,
3 is a diagram illustrating a system structure in which an LPI vehicle is converted into a gasoline vehicle to which an auxiliary ECU according to the present invention is applied,
4 is a diagram illustrating the structure and operation of an auxiliary ECU according to the present invention;
5 is a view showing a gasoline injector control unit of an auxiliary ECU according to the present invention,
6 is a view for explaining the gasoline injection time synchronization operation of the gasoline injector control unit of the auxiliary ECU according to the present invention,
7 is a view showing a shut-off valve control unit of an auxiliary ECU according to the present invention,
8 is a view showing a gas temperature / pressure control unit of an auxiliary ECU according to the present invention,
9 is a view showing a gas pressure signal outputted through a gas temperature / pressure control unit of an auxiliary ECU according to the present invention,
10 is a flowchart illustrating an operation method of an auxiliary ECU according to the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. It should be understood, however, that it is not intended to be limited to the specific embodiments of the invention but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

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

FIG. 1 is a view showing a system structure of a general LPI vehicle, and FIG. 2 is a diagram showing a structure in which an LPI fuel system is controlled by an LPI ECU of a general LPI vehicle.

As shown in FIG. 1, a general LPI vehicle system is configured to drive an engine by controlling an LPG fuel pump, a fuel regulator, a shut-off valve, and the like. At this time, the LPI fuel system represents a portion denoted by a red dot in Fig.

In order to control the LPI fuel system, the LPI ECU applied to the LPI vehicle operates as shown in FIG.

Briefly, the LPI ECU provides signal information to the LPI injector to control the operation of the LPI injector, transmits a drive signal to the fuel pump drive, receives a diagnostic signal corresponding thereto, and determines whether there is a problem with the fuel drive system .

Also, the sensing values provided from the separate gas temperature sensor and the gas pressure sensor are received, and based on the information, it is determined whether the engine is operating normally based on the current gas temperature and pressure value.

Next, a diagnostic signal is provided to the shut-off valve of the engine and tank to determine whether the shut-off valve is operating normally.

The present invention makes it possible to easily change the LPI fuel system to the gasoline system by adding an auxiliary ECU to the LPI vehicle system without removing the LPI ECU. An embodiment in which such an auxiliary ECU is applied to the LPI vehicle system can be shown in Fig.

3 is a diagram showing a system structure in which an LPI vehicle is converted into a gasoline vehicle by applying an auxiliary ECU according to the present invention.

3 shows a system structure in which the LPI fuel system of the LPI vehicle system shown in FIG. 1 is removed and replaced with a gasoline fuel system. At this time, the replaced item is a system configuration corresponding to a red dotted line.

As described above, the gasoline auxiliary ECU applied to the LPI vehicle system controls the gasoline injector and the canister purge valve, and communicates with the existing LPI ECU to control the LPI ECU to operate normally without detecting the error.

Hereinafter, the configuration and operation method of the gasoline remodeling auxiliary ECU according to the present invention will be described in detail with reference to FIG. 4 through FIG.

4 is a diagram illustrating the structure and operation of an auxiliary ECU according to the present invention.

4, the auxiliary ECU 200 for gasoline remodeling according to the present invention is connected to the LPI ECU 100 of the LPI vehicle system to control signals transmitted and received to and from the LPI ECU 100, And controls the gasoline injector 310 and the canister purge valve 320 of the fuel system. The gasoline remover auxiliary ECU 200 according to a preferred embodiment of the present invention includes a gasoline injector control unit 210, a fuel pump control unit 220, a shut-off valve control unit 230, a gas temperature / pressure control unit 240 , And a canister purge valve control unit 250.

Hereinafter, each of the configuration modules included in the ECU will be described in detail with reference to FIGS. 5 to 9. FIG.

5 is a view showing a gasoline injector control unit of an auxiliary ECU according to the present invention.

5, the gasoline injector control unit 210 of the auxiliary ECU 200 receives the LPI injector signal from the LPI ECU 100, converts it into a gasoline injector signal, and outputs it to the gasoline injector 310, Is controlled.

The gasoline injector control unit 210 includes a signal conversion unit 211 for converting a peak and hold signal transmitted from the LPI ECU 100 into a high / low signal; A signal generating unit 212 for generating a gasoline injector signal using the high / low signal converted by the signal converting unit 211, the voltage of the engine system, and the manifold absolute pressure (MAP) information; And a control unit 213 for controlling the gasoline injector 310 using the gasoline injector signal.

In a preferred embodiment applicable to the present invention, the gasoline remodeling auxiliary ECU 200 may add a dummy injector circuit in parallel to the circuit in which the LPI injector signal is provided. At this time, the dummy injector circuit may have a resistor having a predetermined resistance value. With such a configuration, the injector error detection of the LPI ECU 100 can be prevented by applying the gasoline remodeling auxiliary ECU 200 according to the present invention.

The signal converting unit 211 converts the LPI injector signal, which is a peak-hold type PWM (Pulse Width Modulation) signal, into a signal capable of driving and controlling the gasoline injector 310. To be more specific, in order to drive the gasoline injector 310, a high / low or an on / off type (unlike the LPI injector signal, which is a peak & hold type PWM signal) A gasoline injector signal is required. Therefore, the signal converter 211 converts a peak-and-hold type LPI signal into a high / low signal. The signal conversion unit 211 may be implemented as a central processing unit (CPU).

The signal generator 212 generates a gasoline injector signal using the converted high / low signal information through the signal converter 211. The signal generator 212 may utilize the voltage of the engine system and the manifold absolute pressure (MAP) information to generate the gasoline injector signal.

More specifically, the signal generator 212 calculates the information using the voltage of the engine system and the intake manifold negative pressure (MAP) information to calculate the final time information of the appropriate gasoline injection.

The reasons for this are as follows: 1) If the injector rail pressure differs from the pressure difference between the injector front end, the injected fuel amount changes at the same injection time, and 2) Because.

Accordingly, when considering the above matters as a whole, the signal generating unit 212 may calculate the final gasoline injection time as shown in the following Equation (1).

Figure pat00001

In this case, TI_GAS is the final injection time of the gasoline, TI_LPI is the LPI measurement injection time, C_GAS is the gasoline injector constant (unit: ms / mg), C_LPI is the LPI injector constant (unit: ms / mg) Injection Time Offset, Offset_Volt: Injection Time Offset according to voltage.

In this case, the gasoline theoretical air-fuel ratio and the LPI stoichiometric air-fuel ratio corresponding to the characteristic of the applied fuel system can be applied in Equation 1, for example, 14.5 for the gasoline stoichiometric air-fuel ratio and 15.5 for the LPI stoichiometric air- .

The signal generator 212 may be implemented as a central processing unit (CPU).

The control unit controls the gasoline injector 310 using the gasoline injector signal generated through the signal converter 211 and the signal generator 212.

The LPI fuel system and the gasoline fuel system should be set differently from the starting time and operating time of the LPI injection and the starting time and operating time of the gasoline injection. Such an injection stroke generally occurs before the inhalation stroke.

6 is a view for explaining the gasoline injection time synchronization operation of the gasoline injector control unit of the sub ECU according to the present invention.

As shown in FIG. 6, when the LPI injection time of the LPI fuel system is measured, the control unit controls the injection time of the gasoline injector 310 correspondingly.

More specifically, the control unit recognizes the LPI injection when the LPI injection starts at the first time point, and controls the gasoline injector 310 to start the gasoline injection from the second time point after a predetermined time interval. When the LPI injection is terminated at the point (3), the control unit calculates the gasoline injection time up to the time point. Based on the calculated value, the injection time (time) injected up to the present is calculated to calculate the injection end time, that is, the fourth time point. At this time, the injection operation time (time) can be determined according to the above-mentioned equation (1).

Then, when the end of the gasoline injection is controlled, it is controlled to stop the gasoline injection operation of the gasoline injector 310, thereby enabling injection synchronization of LPI and gasoline in the same cylinder. In this case, FIG. 6 shows a configuration for synchronizing the gasoline injection time on the basis of the first cylinder, and the remaining cylinders are controlled in the same manner.

The fuel pump control unit 220 measures a fuel pump driving signal supplied from the LPI ECU 100 and provides a diagnostic signal corresponding to the measured fuel pump driving signal to the LPI ECU 100.

The fuel pump control unit 220 of the gasoline remodeling auxiliary ECU 200 according to the present invention receives the fuel pump driving signal, preferably the driving PWM signal, generated by the LPI ECU 100, And a duty (duty). Then, a diagnostic signal corresponding to the drive signal, preferably a 5 Hz diagnostic PWM signal, is generated and provided to the LPI ECU 100. The LPI ECU 100 determines that there is no problem in the fuel drive system when the diagnostic signal is received.

7 is a view showing a shut-off valve control unit of an auxiliary ECU according to the present invention.

7, the shut-off valve control unit 230 of the gasoline remodeling auxiliary ECU 200 according to the present invention is connected to the engine shut-off valve circuit and the tank shut-off valve circuit configuration of the LPI ECU 100. As shown in Fig. More specifically, the shut-off valve control unit 230 of the gasoline remodeling auxiliary ECU 200 includes a dummy resistor circuit (dummy shut-off valve), and one end of the dummy resistor circuit is connected to the shut-off valve circuit configuration of the LPI ECU 100, Specifically, the engine shut-off valve circuit configuration and the tank shut-off valve circuit configuration, respectively, and the other end may be configured to be connected to a constant-voltage fixed voltage (B +).

The LPI ECU 100 determines that the shut-off valve is operating normally through the gasoline remover auxiliary ECU 200 including the shut-off valve control unit 230 as described above.

8 is a view showing a gas temperature / pressure control unit of an auxiliary ECU according to the present invention.

8, an auxiliary ECU 200 for gasoline remodeling according to the present invention includes a gas temperature signal having a predetermined magnitude value to the LPI ECU 100 and a gas pressure signal having a predetermined pattern to the LPI ECU 100 And a gas temperature / pressure control unit 240 for providing a signal.

To this end, the gas temperature / pressure controller 240 may include a D / A (Digital to Analog) converter that includes a resistance circuit having a predetermined value and generates a gas pressure signal of a predetermined pattern.

For example, the gas temperature / pressure control unit 240 may be connected to a receiving circuit of the gas temperature signal of the LPI ECU 100 at one end and connected to a ground terminal (GND) of the LPI ECU 100 at the other end, Of resistance circuit. The resistance value of the storage circuit may be a resistance value capable of outputting a signal corresponding to a fixed temperature corresponding to about 60 ° C.

Also, the gas temperature / pressure controller 240 can provide signal information having a voltage value of 3 to 4 V to the LPI ECU 100 as a gas pressure signal. The pressure and temperature of the LPI must always be constant to reduce the amount of change in the LPI injection time. In the case of the pressure, the pressure of the LPI must be changed in order to prevent detection error of the signal in the LPI ECU 100. Thus, the D / A converter performs the D / A converter at regular intervals. In other words, the gas pressure signal provided by the auxiliary ECU 200 to the LPI ECU 100 may be configured to have a constant pressure value (e.g., 0.1 kpa) instead of having a constant signal value.

At this time, the D / A converter must provide the LPI ECU 100 with a gas pressure signal corresponding to the physical change pattern of the fuel pressure during operation of the fuel pump of a general LPI engine. The physical change amount pattern can be expressed as shown in FIG. 9 below.

9 is a view showing a gas pressure signal output through the gas temperature / pressure control unit of the auxiliary ECU according to the present invention.

9, the gas temperature / pressure control unit 240 of the gasoline remodeling auxiliary ECU 200 may provide the LPI ECU 100 with a gas pressure signal having the pattern of FIG. Generally, the fuel pressure starts to increase from a pump ON time to a certain slope value, and becomes constant when the fuel pressure value reaches a specific value (saturation value). Thus, the gas temperature / pressure control unit 240 can preferably provide information that the D / A converter is not malfunctioning in the engine operation by providing the LPI ECU 100 with a gas pressure signal having the above-described pattern .

At this time, the slope value at which the pressure value increases when the pump is turned on may be set to an appropriate value through various experiments.

The canister purge valve control unit 250 is set such that the engine cooling water temperature is higher than a predetermined temperature and the engine RPM (Revolution Per Minute) is operated at a predetermined value or higher. Preferably, the canister purge valve control unit 250 may be set to operate only when the condition is not the fuel cut-off state (Fuel Cut) in addition to the above conditions.

For example, the canister purge valve control unit 250 may be set to operate only when the cooling water temperature of the engine is 60 ° C or more, the RPM of the engine is 200 or more, and the fuel cut-off state (Fuel Cut) is not satisfied.

At this time, the canister purge valve control unit 250 generates a canister purge valve control signal. The canister purge valve control signal may have a duty ratio set as a function based on the engine RPM and intake manifold negative pressure (MAP) values. At this time, the setting range of the duty may be 0 to 100%.

For example, the RPM value of the engine may be provided from the LPI ECU 100, but this requires a separate circuit configuration.

Therefore, the auxiliary ECU 200 according to the present invention can separately calculate the RPM value of the engine. The RPM value of such an engine can be calculated based on the injector signal. For example, based on a four-cylinder fuel system, the engine RPM value per four injector signals can be calculated in two rotations.

Hereinafter, an operation method of the gasoline remodeling auxiliary ECU 200 will be described in detail with reference to FIG.

10 is a flowchart illustrating an operation method of an auxiliary ECU according to the present invention.

As shown in FIG. 10, the auxiliary ECU 200 according to the present invention can operate as steps S10 to S42.

First, when the main power of the vehicle is turned on (IG Key On), the auxiliary ECU 200 outputs the initial fuel pressure signal based on the pump-on (S10). The waveform of the initial fuel pressure signal can be applied to the signal waveform information within a predetermined time interval based on the fuel pump on point in FIG.

As described above, when the main power of the vehicle is operated, the auxiliary ECU 200 provides necessary signal information to the LPI ECU 100.

As shown in FIG. 10, in step S20, the shut-off valve signal provided to the LPI ECU 100 is controlled to detect that the shut-off valve is normally operated. Also, the LPI ECU 100, which has received the LPI gas temperature signal and the pressure signal, can detect that the gas temperature and pressure are normal. At this time, the gas pressure signal may be configured to have a constant pressure value (e.g., 0.1 kPa) instead of having a constant signal value.

Also, in step S20, the fuel pump driving signal provided from the LPI ECU 100 is measured, and the fuel pump diagnosis signal corresponding thereto is output. At this time, the fuel pump diagnostic signal can be applied to the PWM signal of 5 Hz. The LPI ECU 100 can recognize that the fuel pump is operating normally by receiving the fuel pump diagnostic signal as described above.

Then, the auxiliary ECU 200 can measure the engine system voltage, the cooling water temperature, the MAP information, and calculate the RPM of the engine. The information is utilized to generate a signal for controlling the gasoline injector 310 and the canister purge valve 320. At this time, the RPM of the engine can be calculated on the basis of the injector signal as described above. For example, based on a four-cylinder fuel system, the engine RPM value per four injector signals can be calculated in two rotations.

Based on the information obtained through step S20, the auxiliary ECU 200 controls the gasoline injector 310 through steps S31 and S32, and controls the canister purge valve 320 through steps S40 to S42 . Such an operation can be performed in parallel, as shown in Fig.

In step S31, the LPI injector signal provided from the LPI ECU 100 is measured, and the LPI injector signal is converted to generate a gasoline injector signal. At this time, system voltage and MAP information can be utilized. More specifically, in step S31, the LPI injector signal of the peak & hold type is measured and converted into a high / low signal, and the converted high / low signal, the voltage of the engine system, And generates a gasoline injector signal using information of manifold absolute pressure (MAP).

In step S31, a gasoline injection operation is performed using the gasoline injector signal. At this time, the gasoline injection is driven based on the delay caused by the difference between the LPI fuel system and the gasoline fuel system, and the operation time of the gasoline injection is calculated. In this case, the operation time can be calculated based on Equation (1).

Then, when the operation time of the gasoline injection is completed, control is performed so that the gasoline injection is terminated (S32).

Independently, in step S40, it is determined whether the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the RPM of the engine is equal to or higher than a predetermined value. At this time, it is additionally judged whether or not the fuel cut-off state is additionally present.

If all the conditions are satisfied in step S40, the controller controls the canister purge valve 320 to operate in step S41. On the other hand, if it is determined in step S40 that one or more conditions are not satisfied, the operation of the canister purge valve 320 may be stopped.

The present invention has been described with reference to the preferred embodiments. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. Therefore, the disclosed embodiments should be considered in an illustrative rather than a restrictive sense. The scope of the present invention is defined by the appended claims rather than by the foregoing description, and all differences within the scope of equivalents thereof should be construed as being included in the present invention.

100: LPI CEU
200: auxiliary ECU
210: Gasoline injector control unit 211: Signal conversion unit
212: Signal generator 213:
220: fuel pump control unit
230: shut-off valve control section
240: Gas temperature / pressure control section
250: Kenister purge valve control section
310: Gasoline injector
320: Kenista purge valve

Claims (10)

An auxiliary ECU connected to an engine control unit (ECU) of a liquid propane injection (LPI) system for controlling a gasoline injector and a canister purge valve,
A gasoline injector control unit for converting the LPI injector signal transmitted from the LPI ECU into a gasoline injector signal and controlling the gasoline injector using the gasoline injector signal; And
When the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the revolutions per minute (RPM) of the engine is equal to or higher than a certain level, a control signal for the canister purge valve is generated and the canister purge valve is controlled using the control signal for the canister purge valve And a canister purge valve control unit.
The method according to claim 1,
The gasoline injector control unit includes:
A signal converter for converting a peak & hold signal transmitted from the LPI ECU into a high / low signal;
A signal generator for generating a gasoline injector signal using the high / low signal converted by the signal converter, the voltage of the engine system, and the manifold absolute pressure (MAP) information; And
And a controller for controlling the gasoline injector using the gasoline injector signal.
3. The method of claim 2,
Wherein,
When the LPI injection start time is detected, the gasoline injector is controlled to perform the gasoline injection operation after a predetermined time interval from the time point,
When the LPI injection end point is detected, the gasoline injection time up to the time point is calculated, and the end point of the gasoline injection is calculated based on the calculated time,
And controls the gasoline injector to stop the gasoline injection operation when the calculated end time of the gasoline injection is reached.
The method according to claim 1,
Wherein the canister purge valve control unit includes:
If the coolant temperature of the engine is above a certain temperature and the RPM (Revolutions Per Minute) of the engine is above a certain level,
A control signal of a cannister purge valve, which is a PWM (Pulse Width Modulation) signal having a constant duty ratio, based on the RPM of the engine and the manifold absolute pressure (MAP) Wherein the control unit controls the canister purge valve by using the control unit.
The method according to claim 1,
Further comprising a fuel pump drive control unit for measuring a fuel pump drive signal supplied from the LPI ECU and providing a diagnosis signal corresponding to the measured fuel pump drive signal to the LPI ECU.
The method according to claim 1,
Further comprising: a shut-off valve control unit configured by a dummy resistor circuit, one end of which is connected to the shut-off valve circuit configuration of the LPI ECU, and the other end of which is connected to a constant-voltage fixed voltage.
The method according to claim 1,
A gas temperature signal having a predetermined magnitude value to the LPI ECU, and
Further comprising a gas temperature / pressure controller for providing a gas pressure signal having a predetermined pattern to the LPI ECU.
An auxiliary ECU connected to an engine control unit (ECU) of a liquid propane injection (LPI) system for controlling a gasoline injector and a canister purge valve,
A gasoline injector control unit for converting the LPI injector signal transmitted from the LPI ECU into a gasoline injector signal and controlling the gasoline injector using the gasoline injector signal;
When the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the revolutions per minute (RPM) of the engine is equal to or higher than a certain level, a control signal for the canister purge valve is generated and the canister purge valve is controlled using the control signal for the canister purge valve A canister purge valve control unit;
A fuel pump controller for measuring a fuel pump driving signal supplied from the LPI ECU and providing a diagnosis signal corresponding to the fuel pump driving signal to the LPI ECU;
A shut-off valve control part consisting of a dummy resistor circuit having one end connected to the shut-off valve circuit configuration of the LPI ECU and the other end connected to a constant-voltage fixed voltage; And
And a gas temperature / pressure controller for providing a gas temperature signal having a predetermined magnitude value to the LPI ECU and a gas pressure signal having a predetermined pattern to the LPI ECU.
A method of operating an auxiliary ECU connected to an engine control unit (ECU) of an LPI (Liquid Propane Injection) system to control a gasoline injector and a canister purge valve,
(A) outputting an initial fuel pressure signal according to pump ON;
(B) measuring an engine system voltage, a cooling water temperature, a manifold absolute pressure (MAP) and calculating an RPM (Revolutions Per Minute) of the engine;
(C) measuring the LPI injector signal transmitted from the LPI ECU, and controlling the gasoline injector by generating a gasoline injector signal using the LPI injector signal, the engine system voltage, and the intake manifold negative pressure (MAP) information; And
(D) generating a control signal for the canister purge valve to control the operation of the canister purge valve when the cooling water temperature of the engine is equal to or higher than a predetermined temperature and the RPM of the engine is equal to or higher than a predetermined value.
10. The method of claim 9,
The steps (C) and (D)
Wherein the auxiliary ECU is operable in parallel.
KR1020150089963A 2015-06-24 2015-06-24 Sub Engine Control Unit for remodeling to gasoline vehicle and Method for operating the same KR101720420B1 (en)

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