KR20170065356A - Compensation Method for Closing Time of Injector - Google Patents

Compensation Method for Closing Time of Injector Download PDF

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KR20170065356A
KR20170065356A KR1020150171688A KR20150171688A KR20170065356A KR 20170065356 A KR20170065356 A KR 20170065356A KR 1020150171688 A KR1020150171688 A KR 1020150171688A KR 20150171688 A KR20150171688 A KR 20150171688A KR 20170065356 A KR20170065356 A KR 20170065356A
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injector
time
factor
voltage
value
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KR1020150171688A
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KR101826691B1 (en
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김영재
전상열
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현대오트론 주식회사
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    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/188—Spherical or partly spherical shaped valve member ends
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Data Mining & Analysis (AREA)
  • General Physics & Mathematics (AREA)
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  • Electromagnetism (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

One aspect of the present invention relates to an injector control method using an opening duration.
According to an embodiment of the present invention, there is provided a method for controlling a fuel amount of an injector by converting a target fuel amount into an opening duration and setting a relationship between an opening duration and an injector driving signal for more precise fuel amount control.

Description

[0001] The present invention relates to a method for compensating a closing time of an injector,

One aspect of the present invention relates to a method of compensating the closing timing of an injector. More particularly, the present invention relates to a method for securing a factor that affects the closing timing of the injector, analyzing the same, and compensating the closing timing of the injector based on the analysis result.

The contents described in this section merely provide background information on the embodiment of the present invention and do not constitute the prior art.

The fuel injection method of a vehicle engine can be divided into a port injection method and a direct injection method. Here, the port injection system is mainly used for a gasoline engine, and a mixer mixed with air is injected into the cylinder by injecting fuel into the intake port.

The direct injection method is mainly used in diesel engines and injects fuel directly into the cylinder.

However, in recent years, attention has been paid to a technique of employing a direct injection method for a gasoline engine for the purpose of improving fuel consumption and output, and preventing environmental pollution. Such an engine is called a GDI (GDI), and when the intake valve is opened, air is sucked from the intake port into the combustion chamber and compressed by the piston, and the fuel is directly injected into the high- .

In the GDI engine, each injector is installed for each cylinder to inject fuel at high pressure. The solenoid of each injector opens the injection outlet and injects the fuel into the combustion chamber when the drive signal is applied from the controller, and closes the injection outlet when the injection is finished.

However, even when the injection outlets of the respective injectors are opened at the same time, the timing at which the injection outlets are closed for each injector may be varied due to wear and deterioration of the injector itself, internal friction of the needle or armature, , Whereby the amount of fuel injected by each injector is varied.

The prior art uses a method of directly controlling the injector by converting the target fuel amount into the driving signal through the map in which the relationship between the target fuel amount and the driving signal for operating the injector is set.

However, even if the same drive signal is applied to the injector as described above, the injector opening amount is different for each injector, and the injector driving time and the injector opening amount are not simply proportional to each other, And if the amount of injected fuel is small, problems such as combustion instability, excessive particulate matter (PM), and the like may occur.

On the other hand, when the injector mounted on the engine is changed or replaced, the injection outlet of the injector is closed when the injector to be replaced is different from the injector mounted on the engine or the manufacturer of the injector changes the hardware of the injector The time point may be changed, whereby the amount of fuel injected by the injector may be varied.

However, it is necessary to apply the new injector to the engine after compensating the closing point of the new injector through the related test before applying the new injector to the engine, because the injection time of the injector is usually unknown. Therefore, it is necessary to research and develop a method for compensating the closing timing of the injector.

Accordingly, an object of the present invention is to provide a fuel injection control apparatus and a fuel injection control method of a fuel injection control apparatus, Thereby providing a method for controlling the fuel amount of the injector.

It is another object of the present invention to provide a method for compensating a closing timing of a new injector when an injector mounted on the engine is replaced.

The technical object of the present invention is not limited to the above-mentioned technical objects and other technical objects which are not mentioned can be clearly understood by those skilled in the art from the following description will be.

According to an aspect of the present invention, there is provided a method of compensating an occlusion time of an injector in which a driving signal is applied to output an output voltage thereof, and a time profile of the output voltage is evaluated to determine a closing timing ,

A determinant securing step of securing a determinant factor affecting the closing timing;

A time factor evaluation step of evaluating a time factor affecting the closing point on the time profile based on the determined determination factor; And

A closure time prediction step of predicting the closure time based on the time factor;

The method comprising the steps of:

Wherein the output voltage may be a magnetic induction voltage generated by a current flow generated in the injector by the drive signal and by the current flow being blocked.

Here, an inflection point in the time profile of the magnetic induction voltage may be found, and the closing point may be determined based on the inflection point.

The inflection point may be formed during decaying of the magnetic induction voltage.

Wherein the determination factor is determined based on a maximum current value I_peak in the current flow, an average current value I_av in the current flow, an inductance value L of the injector, or a freewheeling voltage value V_fw , Free-Wheeling V). Here, the inductance value L or the freewheeling voltage value V_fw may be determined in consideration of the pressure change of the GDI fuel injected by the injector.

According to an embodiment, the time factor T is determined by the following equation,

Figure pat00001

Wherein I_peak represents a maximum current value in the current flow, I_av represents an average current value in the current flow, L represents an inductance value of the injector, and V_fw represents a pre- You can display the free-wheeling voltage value.

Wherein the method of compensating the closing time of the injector can be applied when the injector is an injector to be replaced.

Here, the prediction of the closure timing at the closure timing prediction step may be performed by applying the relationship between the previously stored time factor and the closure timing.

As described above, according to an embodiment of the present invention, there is provided a method for controlling the fuel amount of the injector by converting the target fuel amount into the opening duration and setting the relationship between the opening duration and the injector driving signal for more precise fuel amount control do.

According to another embodiment of the present invention, there is provided a method for compensating a closing timing of a new injector when an injector mounted on the engine is replaced.

In addition, the effects of the present invention have various effects such as excellent durability according to the embodiments, and such effects can be clearly confirmed in the description of the embodiments described later.

1 shows the relationship between the amount of fuel injected by the injector and the operating time during which the injector is electrically operated.
Fig. 2 schematically shows a basic configuration of the injector.
Figure 3 (a) schematically shows a typical current operating time profile for the injector.
Fig. 3 (b) shows the time at which the injection outlet of the injector is opened and the time at which the injection outlet is closed.
FIG. 4 is a graph showing a variation in the amount of opening of each injection port of each injector installed for each cylinder in the launch stick section.
FIG. 5 shows learning of the opening duration for each injector installed for each cylinder, and the deviation shown in FIG. 4 is compensated by the fine precision control using the learning result.
6 (a) shows the relationship between the opening duration and the driving signal obtained by the opening duration learning.
6 (b) shows the relationship between the amount of fuel and the opening duration.
7 shows a method of controlling an injector according to an embodiment of the present invention.
8 shows a fuel amount control method of an injector according to another embodiment of the present invention.
9 shows an enlarged view of a part of the time profile of the output voltage in the time profile of FIG.
10 shows a method of compensating the closing timing of an injector according to another embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described in detail with reference to exemplary drawings.

It should be noted that, in adding reference numerals to the constituent elements of the drawings, the same constituent elements are denoted by the same reference symbols as possible even if they are shown in different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

In addition, the size and shape of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, terms specifically defined in consideration of the constitution and operation of the present invention are only for explaining the embodiments of the present invention, and do not limit the scope of the present invention.

Fig. 1 shows the relationship between the amount of fuel m injected by the injector into the combustion chamber and the operating time Ti during which the injector is electrically operated. In Fig. 1, the X axis is expressed in microseconds (μs), and the Y axis is expressed in milligrams (mg). In addition, a plurality of profiles shown in Fig. 1 are shown, which show the relationship profiles of the fuel amount m of the plurality of injectors and the operating time Ti.

Here, the amount of fuel m injected by the injector into the combustion chamber can be shown as a function of the operating time Ti in which the injector is electrically operated.

1, the fuel amount m injected by the injector in the control system employing the direct injection method can be divided into sections in which the injector is operated differently according to the operating time Ti, This interval may be generally termed a ballistic interval, a transient interval, and a non-ballistic interval.

The ballast section A may mean a period in which the fuel amount m increases sharply even if the operating time Ti is slightly changed. The transient section B may mean a section in which the change of the fuel quantity m is not large even if the operation time Ti changes greatly. The ballast section (A) and the transient section (B) are nonlinear sections. On the other hand, the non-balancing section C may mean a section in which the operating time Ti and the fuel amount m are in a linear relationship as a linear section. In the non-linear section in Fig. 1, the relationship profiles of the plurality of injectors do not coincide, but generally agree in the linear section.

On the other hand, the operating time Ti during which the injector is electrically operated may correspond to the driving signal Ti applied to the injector by the controller or the driving time Ti during which the electrical signal is applied to the injector to drive the injector. Here, the drive signal Ti may be input to the injector in the form of a PWM control signal, for example. Therefore, in the following description, the operation time Ti in which the injector is electrically operated is described as a drive signal Ti applied to the injector.

Fig. 2 schematically shows a basic configuration of the injector.

Fig. 2 (a) shows a state in which the injector is in the closed state, and Fig. 2 (b) shows the state in the open state.

The injector 100 includes a valve 120 for opening and closing the injection port 110 according to an embodiment of the present invention and a needle 130 connected to the valve 120 at an end thereof and a needle 130, A solenoid coil 160 disposed around the armature 140 and forming a path of an electromagnetic field, a solenoid coil 160 forming a solenoid magnetic field, a moved needle 130 and an armature 140 And a return spring 170 for returning the solenoid coil 160. The solenoid coil 160 may be electrically connected to a control unit (not shown) by a wire harness 180 to receive a control signal.

An electromagnetic field is formed in the magnetic member 150 when the control signal is applied to the solenoid coil 160 and the attracting force is generated by the magnetic force and the magnetic force of the magnetic member 150 so that the armature 140 And the armature 140 may move in the manner of opening or closing the injection outlet 110 by moving the needle 130. FIG. 2 (b) shows the armature, needle, and valve moving upwards and opening the injection outlet 110.

Figure 3 (a) schematically shows a typical current operating time profile for the injector. Fig. 3 (b) shows the time at which the injection outlet of the injector is opened and the time at which the injection outlet is closed. 3 (a), the X-axis represents time (t) and the Y-axis represents the intensity of the current (I) or voltage (V). Where the thick line represents the time profile for current (I), and the thin line represents the time profile for voltage (V).

3B shows a state in which the valve of the injector is mechanically delayed and lifted to lift the injection port 110 at a time point P when the injection port 110 is opened, 110) is closed. FIG. 3 (b) shows that the valve 120 is rapidly accelerated at the opening time P, is opened, is kept in the open state, and is closed at the closing time Q.

The open time P corresponds to a position slightly less than the current maximum I_peak of the time profile for the current I and the closing time Q corresponds to the position of the inflection point I_point of the time profile for the voltage V .

The control unit for controlling the open time P or the closing time Q of the injector 100 transmits a control signal to the injector 100 to open or close the injection outlet 110 of the injector 100.

When the boost voltage V_boost is applied until the current I flowing through the solenoid coil 160 of the injector 100 reaches the current maximum value I_peak by the control signal, The injection outlet 110 of the injection pump 100 is accelerated.

The starting point of the electrical operation of the injector 100 is determined in a process in which the boost voltage V_boost is applied to reach the current maximum value I_peak and the start point of the electrical operation is determined as the start point of the electrical operation of the injection outlet 110 of the injector 100 (P). ≪ / RTI >

The open time P of the injection outlet 110 is a time point at which an electrical signal is input to the injector 100 and the needle 130 is suddenly accelerated and lifted so that the injectors 100 installed for each cylinder are all the same or similar. Therefore, in this specification, the opening time P of the injection outlet 110 of the injector 100 is not mentioned. However, even if it is not mentioned, the scope of the right is not excluded when the opening time P of the injection outlet 110 changes.

When the current flowing in the solenoid coil 160 of the injector 100 is cut off by the switching-off, the self-induced voltage V is formed in the solenoid coil 160 in the currentless state, Induces a current flow through solenoid coil 160 which again produces a magnetically induced voltage V while reducing the magnetic field. The self-induced voltage V is expressed as a negative voltage V in FIG. 3 (a) and converges to zero volts (V) over time. After the decrease of the magnetic force, the injection outlet 110 of the injector 100 is closed by the restoring force caused by the elastic force of the return spring 170, the fuel pressure, and the like.

An inflection point I_point may be formed in the time profile for the voltage V in the course of convergence of the self-induced voltage V to 0 volts by switching off, and at the time point when the inflection point I_point is formed (Q) of the injecting outlet 110 of the injector 100. [0064]

The opening duration corresponds to the time during which the injector 100 is open and may be a time period during which the fuel is injected. The opening duration P of the injector 100 and the closing time point Q). ≪ / RTI >

The learning of the closing duration Q corresponding to the driving signal Ti is performed only when the learning of the opening duration is completed because the opening time P of all the injectors 100 installed for each cylinder is the same or similar, .

FIG. 4 is a graphical representation of a variation in the opening amount of each injection port of each injector installed in each cylinder in the ballast section. The X axis in FIG. 4 represents the time (t) axis expressed in microseconds (μs), and the Y axis represents the lift amount of the needle 130 of the injector expressed in micrometers (μm).

FIG. 5 shows learning of the opening duration for each injector installed for each cylinder, and the deviation shown in FIG. 4 is compensated by the fine precision control using the learning result.

Even if the opening timing P of the injection outlet 110 is the same in the balancing section A, the closing timing Q is different from that of the injector 100 in spite of applying the same driving signal Ti to the injector 100, 100 reaches the full lift, but some injectors 100 are in a state where they can not reach the full lift. That is, even if the same driving signal Ti is applied, the opening durations of the injectors 100 installed in the cylinders are different from each other. This difference in offing duration leads to a difference in amount of fuel injected into the combustion chamber, so that it is difficult to precisely control the injection.

The type of each injector 100 installed for each cylinder is determined according to the size of the fuel amount m injected by each injector 100 when the same driving signal Ti is applied, The injector 100 may be divided into a normal injector 100 and a maximum injector 100. The nominal injector 100 may be selected as the reference injector 100 and the driving signal Ti for the reference injector 100 and the opening The relationship of duration is determined and mapped and the driving duration Ti of each injector 100 is determined such that the same opening duration as that of the reference injector 100 is output, Output.

1 and 3, it is necessary to learn an opening duration for all the injectors 100 in order to ensure that the opening durations of all the injectors 100 are equalized. The learning of the opening duration is performed by applying various preset drive signals Ti to all the injectors 100 and receiving the output voltage V generated by self-induction at the time of switching off, The profile may be analyzed to determine the inflection point I_point and a method of determining the closing time Q or the opening duration of the injection outlet 110 based on the inflection point I_point.

By learning the opening duration for each injector 100, the relationship between the driving signal Ti and the opening duration is determined for all the injectors 100 and mapping (see FIG. 6 (a) to be described later) The opening duration of all the injectors 100 can be matched by determining the driving signal Ti of the injector 100 other than the reference injector 100 so that an opening duration equal to or similar to the opening duration of the injector 100 is output.

6 (a) shows the relationship between the opening duration and the driving signal obtained by the opening duration learning. The profile of FIG. 6A is obtained by applying a driving signal Ti corresponding to a predetermined plurality of learning points to the injector 100 and finding the inflection point I_point on the time profile of the output voltage V, (Q), that is, the opening duration, is determined and mapped.

6A shows the relationship between the opening duration and the driving signal Ti in a ballast, a transient section B and a non-ballistic section C, (m) and the drive signal Ti. The similar reason will be explained by Fig. 6 (b) which will be described later.

6 (b) shows the relationship between the amount of fuel and the opening duration.

On the other hand, as described above, since the opening duration is the fuel injection time, it directly affects the fuel amount m injected into the combustion chamber. Therefore, the amount of fuel m injected by the injector 100 may be a linear relationship, though there may be some off-set in relation to the opening duration. Thus, by mapping the relationship between the fuel amount m and the opening duration (see Fig. 6B) and mapping the relationship between the opening duration and the driving signal Ti (see Fig. 6A), the controller It is possible to select and output the drive signal Ti corresponding to the required fuel amount requested by the driver.

7 shows a method of controlling an injector according to an embodiment of the present invention.

The injector control method according to an embodiment of the present invention may be based on an opening duration and may apply a driving signal Ti to each of a plurality of injectors 100 and secure a time profile for the output voltage V (S100);

A second step (S110) of evaluating the time profile to determine a closing timing (Q) of the injector (100); A third step S120 of learning the opening duration of the injector 100 based on the closing timing Q; A fourth step (S130) of selecting the reference injector (100) among the plurality of injectors (100); And

And a fifth step S140 of determining a driving signal Ti to be input to the remaining injectors 100 excluding the reference injector 100 based on the learned opening duration of the reference injector 100 .

Here, the time profile for the output voltage V may be an aspect indicating that the intensity of the output voltage V changes with the lapse of time.

Also, in the first step S100, the output voltage V may be the magnitude of the magnetic induction voltage V generated by the current flow to the injector 100 generated by the drive signal Ti, have. Specifically, the solenoid coil 160 of the injector 100 may be a magnetic induction voltage V that is generated by an external power supply and is generated by interrupting an external power supply.

The determination of the closing timing Q of the injector 100 by evaluating the time profile in the second step S110 finds the inflection point I_point in the time profile of the magnetic induction voltage V according to the embodiment, I < / RTI > For example, the inflection point I_point can be formed in the process of decaying the self induced voltage V in the time profile of the magnetic induction voltage V, and the point at which the inflection point I_point is formed is the closing point Q).

That is, the second step S110 includes the step of evaluating the time profile of the output voltage V, finding the inflection point I_point in the time profile, and determining the closing time Q based on the inflection point I_point .

 In the fourth step S130, the reference injector 100 may be arbitrarily selected among the plurality of injectors 100, but may be selected by comparing the learned opening durations of the plurality of injectors 100 according to the embodiment . Specifically, the reference injector 100 can be selected from the injectors 100 having a median value when the opening amounts corresponding to the learned opening durations of the plurality of injectors 100 are divided into a maximum value, a middle value, and a minimum value.

Here, the fuel amount m corresponding to the opening duration may be selected through the relationship between the fuel amount m and the opening duration, and the injectors having the maximum value, the middle value, and the minimum value may be selected from the maximum injector 100, And may correspond to a nominal injector 100 and a minimum injector 100.

In the fifth step S140, the learned opening duration of the injector 100 excluding the reference injector 100 is matched with the learned opening duration of the reference injector 100, and the driving signal Ti of each of the remaining injectors 100 And the drive signal Ti of the reference injector 100 to determine the drive signal Ti of each of the remaining injectors 100 corresponding to the drive signal Ti of the reference injector 100, The driving signal Ti to be inputted can be determined.

Meanwhile, in an embodiment of the present invention, the driving signal Ti determined in the fifth step S140 is applied to each of the remaining injectors 100 to control the fuel amount m of the injector 100 ); ≪ / RTI > In the sixth step S150, the fuel amount m may be determined by applying the relationship between the opening duration mapped to the fuel amount m and the mapped fuel amount m according to the embodiment. The fuel amount m in the sixth step S150 may be determined by applying the relationship between the learned opening duration of the reference injector 100 and the fuel amount m in accordance with the embodiment. Here, the relationship between the learned opening duration of the reference injector 100 and the fuel amount m may be a map mapped.

8 shows a fuel amount control method of an injector according to another embodiment of the present invention.

The fuel amount control method of the injector 100 according to another embodiment of the present invention is a method of controlling the fuel amount of an engine in which a plurality of injectors 100 having solenoid coils 160 are installed,

A driving signal applying step (S200) of applying a driving signal (Ti) to the solenoid coil (160) for each of the plurality of injectors (100); (S210) for blocking the flow of current flowing through the solenoid coil (160) by applying the drive signal (Ti) so that the coil is in a no-current state;

A time profile detecting step (S220) of detecting a time profile of a voltage (V) induced in the coil in the no-current state; A closing time determination step (S230) of determining a closing timing (Q) of the injector (100) based on the detected time profile;

(P) of the injector (100) based on the driving signal (Ti), and determines an opening duration (P) between the opening duration (P) and the closing timing An opening duration learning step (S240) for learning the relation; And

After the reference injector 100 is selected from the plurality of injectors 100, the remaining injector 100 excluding the reference injector 100 is selected based on the relationship between the driving signal Ti of the reference injector 100 and the opening duration. And a driving signal determining step S250 for determining the driving signal Ti.

According to the embodiment, the closing time Q in the closing time determination step S230 may be determined based on the inflection point (I_point) of the time profile. Also, according to the embodiment, the opening duration in the opening duration learning step S240 may be defined as a time interval between the opening time P and the closing time Q. [

FIG. 9 is an enlarged view of a part of the time profile of the output voltage in the time profile of FIG. 3; FIG. That is, it represents the time profile for three different injectors 100, indicating that the output voltage V is restored to the decaying part, that is, 0 V.

Referring to FIG. 9, another embodiment of the present invention proposes a method of compensating the closing time of the injector 100. The closing timing Q of the injector 100 can be determined based on the inflection point I_point formed during the time profile of the output voltage V as described above.

That is, when a voltage is inputted to the injector 100, a current is applied through this voltage. When this current is cut off, a counter electromotive force is instantaneously generated in the solenoid coil 160 of the injector 100, Level, maintaining this freewheeling voltage for a certain period of time, and then decoking it with a "0" volt. Here, the time interval of the linear horizontal interval of the output voltage (V) in which the freewheeling voltage is maintained on the time profile can be defined as a time factor (T). This change in the time factor T shifts the inflection point I_point in the time profile left and right.

An example will be described with reference to FIG. The first curve E in FIG. 9 shows the time profile of the existing injector 100 and the second curve F and the third curve G show the time profile of the new injector 100 to be replaced. The time factor T2 in the second curve F compared with the time factor T1 in which the horizontal section of the time profile of the output voltage V in the first curve E is formed is the time factor T1 And the time factor T3 in the third curve G is shorter than the time factor T1. That is, when the time factor T becomes longer, the inflection point I_point tends to move to the right, and when the time factor T becomes shorter, the inflection point I_point tends to move to the left.

Therefore, the time factor T can be secured, and the closing time point Q of the injector 100 to be replaced can be predicted using the relationship between the time factor T and the inflection point I_point. The relationship between the time factor T and the inflection point I_point may be mapped according to the embodiment, and then the relationship may be used to predict the closing timing Q of the injector 100 to be replaced. Specifically, since the relationship between the time factor T and the inflection point I_point is known to the conventional injector 100, if the time factor T of the new injector 100 to be replaced is secured, the existing injector 100 (T) of the new injector 100 with the time factor T of the new injector 100 to predict whether the inflection point I_point will move to the left or to the right.

Since the time factor T is related to the determinant factor indicating the electrical characteristics of the injector 100 itself, the time factor T can be evaluated based on the determination factor according to the embodiment.

The determinant is an inherent value of the injector 100 indicating the electrical characteristics of the injector 100. For example, the determinator may be a maximum current value I_peak in the current flow applied to the injector 100, an average current value in the current flow (V_fw, Free-Wheeling V) at an inductance value (L) of the injector 100 or a magnetic induction voltage output from the injector 100, as shown in FIG.

Since these determinants are already determined for each injector element or injector hardware, it is not necessary to obtain the test factors through a separate test if these determinants are secured. The compensation value is calculated by taking these determinants into account, (Q) of the injector 100 to be replaced on the basis of the closing timing Q of the injector 100 to be replaced.

According to the embodiment of the present invention, when the injector 100 is replaced, a new mapping must be performed according to the characteristics of the injector 100. Even if a new mapping is performed through a kind of modeling of the electrical characteristic, The predicted value of the time point Q is mapped and the injector 100 can drive the vehicle to the replaced engine. Learning of the closing timing Q of the injector 100 is started when a certain condition is met, so that the vehicle is operated without learning before such conditions are satisfied. Therefore, the compensation method according to the embodiment of the present invention is meaningful.

10 shows a method of compensating the closing timing of an injector according to another embodiment of the present invention.

The method of compensating the closing time of the injector 100 according to the present embodiment includes the steps of receiving a driving signal and outputting an output voltage V thereof and calculating a time profile of the output voltage V, Lt; RTI ID = 0.0 > 100 < / RTI >

The method of compensating the closing timing of the injector 100 according to the present embodiment includes a determining factor securing step S300 for securing a determinant factor; A time factor evaluation step (S310) of evaluating a time factor (T) affecting the closing point (Q) on the time profile based on the determined determination factor; And a closure timing prediction step (S320) of predicting the closure timing (Q) based on the time factor (T).

Here, the output voltage V may be a magnetic induction voltage V generated by blocking the flow of current generated in the injector 100 by the drive signal according to the embodiment.

The determination of the closing point Q may be performed by finding an inflection point I_point in the time profile of the magnetic induction voltage V according to the embodiment and proceeding based on the found inflection point I_point, May be formed during decaying of the magnetic induction voltage (V).

Referring again to FIG. 3, according to an embodiment, the determining factor may be a maximum current value I_peak in the current flow, an average current value I_av in the current flow, an inductance value L of the injector 100, Wheeling voltage value (V_fw, Free-Wheeling V) at the vehicle speed (V).

The inductance value L may mean a unique inductance value of the hardware of the manufactured injector 100. The freewheeling voltage value V_fw may be a negative voltage generated instantaneously while the current applied to the injector is blocked Value. ≪ / RTI >

Here, the inductance value L or the freewheeling voltage value V_fw may be determined in consideration of the pressure change of the GDI fuel injected by the injector 100.

Depending on the embodiment, the time factor T may be determined by the following equation (1).

Figure pat00002

I_peak denotes a maximum current value in the current flow, I_av denotes an average current value in the current flow, L denotes an inductance value of the injector 100, V_fw denotes an inductance value of the injector 100, It is possible to indicate a free-wheeling voltage value at the induced voltage V.

The method of compensating the closing timing of the injector 100 according to the embodiment may be applied to the case where the injector 100 is the injector 100 to be replaced. That is, the injector 100 already mounted on the engine may be applied to the injector 100 to be newly installed in the engine instead.

 The relationship between the time factor T and the closing timing Q can be mapped and stored and the prediction of the closing timing Q in the closing timing prediction step S320 according to the embodiment is performed by using the pre- (Q).

The above description is only illustrative of the technical idea of the present invention, and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention.

The embodiments disclosed in the present invention are not intended to limit the scope of the present invention and are not intended to limit the scope of the present invention.

The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

100: injector
110: injection outlet
120: Valve
130: Needle
140: Amateur
150:
160: Solenoid coil
170: return spring
180: Wire harness

Claims (9)

A method of compensating a closing timing of an injector in which a driving signal is applied to output an output voltage thereof and a time profile of the output voltage is evaluated to determine a closing timing,
A determinant securing step of securing a determinant factor affecting the closing timing;
A time factor evaluation step of evaluating a time factor affecting the closing point on the time profile based on the determined determination factor; And
A closure time prediction step of predicting the closure time based on the time factor;
Wherein the injector is a closed-point compensator.
The method according to claim 1,
Wherein the output voltage is a magnetic induction voltage generated by a current flow generated in the injector by the drive signal and a current flow being blocked.
3. The method of claim 2,
Determining an inflection point in the time profile of the magnetic induction voltage, and determining the closing timing based on the inflection point. The method of claim 3,
Wherein the inflection point is formed during decaying of the magnetic induction voltage.
3. The method of claim 2,
The determining factor is determined based on a maximum current value I_peak in the current flow, an average current value I_av in the current flow, an inductance value L of the injector, or a freewheeling voltage value V_fw, Free-Wheeling V). ≪ / RTI >
6. The method of claim 5,
Wherein the inductance value (L) or the freewheeling voltage value (V_fw) is determined in consideration of a pressure change of the GDI fuel injected by the injector. 3. The method of claim 2,
The time factor T is determined by the following equation,
Figure pat00003

Wherein I_peak represents a maximum current value in the current flow, I_av represents an average current value in the current flow, L represents an inductance value of the injector, and V_fw represents a pre- And a free-wheeling voltage value of the injector.
The method according to claim 1,
Wherein the closing time compensation method of the injector is applied when the injector is an injector to be replaced.
The method according to claim 1,
Wherein the prediction of the closure timing at the closure timing prediction step is performed by applying a relationship between the previously stored time factor and the closure timing.
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