KR20190020409A - System for Driving and Controlling a Fuel Injection Device of Engine and Method for Controlling the smae - Google Patents

Abstract

The present invention relates to a control device for driving a fuel injection device of a dual-fuel engine for a ship and a power generation system, including a program logic unit which is in charge of sensing and control for performing fuel injection control by means of voltage boosting capable of detecting a phase angle and a top dead center (TDC) and corresponding to operating voltage and current; a drive unit which controls voltage booster and current to perform control of a high-speed control unit and an injection driver and control of a fuel injection device in accordance with an injection timing and an injection angle set by the program logic unit; and a diagnosis processing unit which processes redundant and a diagnosis function of the fuel injection device and the driver by utilizing a closure point detection (CPD) technique, dual core-based phase angle detection, current/voltage measurement and bank limit functions.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a system for driving and controlling a fuel injection device of an engine,

The present invention relates to a control device for driving a fuel injection device of a dual-fuel engine for a ship and a power generation system, and more particularly to a control device for an efficient phase angle and TDC (Top Dead Center) To a system for driving and controlling a fuel injection device of an engine capable of precise fuel injection control through a voltage boosting technique and a control method thereof.

Diesel engines have the advantages of high output and high fuel efficiency compared to gasoline engines of the same size but they have disadvantages such as nitrogen oxides (NOx), sulfur oxides (SOx) and particulate matter (PM).

Governments around the world are implementing their own regulations to reduce these emissions. In the US, EPA Tier 1 ~ 3, Euro 1 ~ 4 in Europe, and Japan is tightening regulations on post-expansion.

In addition, with the increase of marine transportation volume and the increase of heavy oil prices, improvement of fuel efficiency and efficiency of ships and power generation engines is emerging as an important value measure.

In preparation for this, engine manufacturers are developing electronic diesel engines, gas engines, dual fuel engines, etc. to overcome the obstacles of environmental regulation and fuel efficiency.

In ships, emissions are regulated by the International Maritime Organization (IMO) in order to implement common regulations worldwide.

First, for sulfur oxides, the sulfur content of the fuel was regulated below 0.1% in the Emission Control Areas (ECA) from January 1, 2015. Also, in the general region, it will be regulated below 0.5% by 2020.

With regard to nitrogen oxides, newbuilding vessels navigating ECA from January 1, 2016 should reduce nitrogen oxide equivalent to about 80% of Tier 1 due to Tier 3 regulations. In order to meet Tier 3 regulations, a nitrogen oxide reduction device called Selective Catalytic Reduction (SCR) must be installed in the diesel engine exhaust gas line.

However, since the SCR apparatus reduces only nitrogen oxides, a scrubber for removing sulfur oxides is also required. These devices occupy a considerable space and weight in the exhaust line, which is a major obstacle to the design of the ship for safety.

Therefore, efforts are being made to reduce nitrogen oxides and sulfur oxides in the engine itself, one of which is natural gas dual fuel diesel engines.

Another advantage of natural gas dual fuel diesel engines is the reduction of carbon dioxide. Figure 3 below shows the regulatory status of greenhouse gases (mainly carbon dioxide) from IMO in 2013. According to Step 1 of the Energy Efficiency Design Index (EEDI) of the ship energy efficiency index (EEDI) implemented from January 1, 2015, 10% of CO2 emissions should be reduced. Natural gas dual fuel diesel engines are known to reduce carbon dioxide by about 20% compared to conventional heavy oil diesel engines.

Engine manufacturers have introduced an electronic diesel engine to meet emission regulations and improve efficiency, and have developed a dual-fuel engine that uses low-cost fuel, Liquefied Natural Gas (LNG), and can reduce emissions.

The dual-fuel engine is capable of selectively and flexibly operating the fuel oil only mode, the minimum fuel mode, and the mixed gas mode depending on the fuel situation or load.

In the minimum fuel mode, the DF engine can reduce nitrogen oxide emissions by 90%, carbon dioxide emissions by 20% and sulfur oxide emissions by more than 95% compared to the fuel oil only mode.

The dual-fuel engine uses fuel, which is either liquid fuel or heavy oil and gas fuel, such as LNG or LPG (Liquefied Petroleum Gas). The liquid fuel and the gaseous fuel can be variably controlled according to the usage environment to reduce the harmful emissions as a whole, and maintain the optimum operation state to maximize the fuel consumption and performance. In order to maintain this operating state, it is necessary to supply the correct amount of fuel to the cylinder at the correct time in conjunction with the number of revolutions of the engine.

In the gas mode, gas is injected through a gas intake valve attached to an intake manifold to form a mixer. After the mixer is fed to the cylinder, explosion is initiated by compression ignition on the pilot fuel injected through the pilot injector do.

This explosion is radiated into the mixer resulting in an explosion of the entire mixer. In the liquid fuel (diesel) mode, the fuel is injected through the main injector in the same manner as the general compression ignition method using diesel, and the explosion stroke proceeds.

At this time, a pilot fuel injection process is added to prevent clogging due to soot generated from the explosion in the pilot injector nozzle.

The fuel injection control of the dual fuel engine can be referred to as control of the gas intake valve, the pilot injector, and the main injector, and a driver capable of precisely controlling the opening and closing timing of the fuel injection device is required to achieve this.

Precise control of the fuel injector has a significant impact on the operating efficiency of the engine and the increase / decrease of the emissions.

The operating range according to the SOC timing and the start of combustion timing (AFR) of the gas engine and the AFR (Air Fuel Ratio) of the gas engine are as follows: emission limit, AFT limit according to lean burn, knock limit, It can be seen that the optimal operating range is limited due to the ignition delay caused by the decrease.

Therefore, the fuel injecting device driver needs to control the fuel injecting device in accordance with the precise injection timing and injection amount instructed by the ECU.

In particular, it is required to develop a new technology that can solve the technical difficulty that the driver has to boost the control voltage / current and ensure quick response.

In addition, if the drive voltage / current is applied to the limit voltage / current for a long time or the limit voltage / current is exceeded, the fuel injection device may be burned off. Therefore, various diagnostic / something to do.

Since the gas suction valve and the injector differ in driving voltage and current depending on the manufacturer, a control device capable of satisfying the requirements of each injector is required according to the injector.

The power source necessary for driving the control device and the power source necessary for driving the injector are separately supplied to the control device or the control device is formed in accordance with the type of the injector so that the configuration is very complicated and the size is inevitably large. There is a need.

Korean Patent Publication No. 10-2016-0104039 Korean Patent Publication No. 10-2016-0041522 Korean Patent Publication No. 10-2016-0070031

SUMMARY OF THE INVENTION The present invention has been made to solve the problems of the conventional fuel injection control apparatus, and it is an object of the present invention to provide a fuel injection control apparatus and a fuel injection control apparatus, And a control method of the fuel injection system.

The present invention provides precise control and efficiency control of high voltage and high current by configuring the phase angle and TDC (top dead center) for precise fuel injection control and voltage boosting configuration that can cope with various operating voltage / current according to the fuel injection device The present invention provides a system for driving and controlling a fuel injection device of an engine and a control method thereof.

The present invention provides a fuel injection device and a driver diagnostic function and redundant technology utilizing CPD (Closure Point Detection) technique, phase angle detection using dual core, current / voltage measurement, and bank limit function The present invention provides a system for driving and controlling a fuel injection device of an engine and a control method thereof.

An object of the present invention is to provide a system for driving and controlling a fuel injection device of an engine, which is capable of ensuring miniaturization technology for installing an engine of a driver and product design technology based on vibration resistance and impact resistance, and a control method thereof.

The present invention relates to a system for driving and controlling a fuel injection device of an engine capable of developing a general-purpose driver, which is a main core electronic component of a middle- or large-sized engine used for ships and power generation, The purpose is to provide.

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

In order to achieve the above object, a system for driving and controlling a fuel injection device of an engine according to the present invention includes: a fuel injection control device for performing phase injection, top dead center (TDC) A program logic unit for performing sensing and control of the fuel injection device, and a control unit for controlling the fuel injection device and the control of the high-speed control unit and the injection driver according to the injection timing and the injection angle set by the program logic unit Voltage booster and current driver, diagnostic function and redundant function of fuel injector and driver using CPD (Closure Point Detection) technique, phase angle detection using dual core, current / voltage measurement and bank limit function, And a diagnostic processing unit for processing the received signal.

Here, the program logic unit receives setting and receiving of the injection timing, injection amount (= spray angle) and alarm / shutdown parameters through the setting program, and real-time monitoring of the engine phase angle and RPM So that it can be performed.

In addition, the driver unit performs driver operation of 'Run' and 'Stop' according to the ECU command, adjustment of the injection timing and injection angle by the ECU during the injection operation, and adjustment of the injection timing, The control of the high-speed control unit and the injection driver and the control of the fuel injection device are performed according to the control signal, and the injection operation is stopped by the 'Stop' command of the ECU during the injection operation.

According to the injection information provided by the ECU, the high-speed control unit supplies / controls power to the fuel injector so that the fuel injector can inject a predetermined amount of fuel at a predetermined time point in accordance with the engine RPM. According to the received injection information, the high-speed control unit controls the injector driver and the boost converter based on the engine RPM and the phase information.

The injection driver is an open loop control in which a PWM control method is not feedbacked, and performs current feedback and proportional control in order to minimize control error, and performs current profile control using the current feedback and proportional control.

During the injection control operation of the injection driver, a part of the energy charged in the injector is regenerated by the boost converter between the step of supplying a large amount of energy to open the injector and the step of maintaining the open injector, thereby improving the power efficiency .

The diagnostic processing unit generates a signal related to an alarm / shutdown, a driver, and an output state, and supports a diagnostic function through a communication interface or a monitoring program.

In addition, phase angle measurement and fuel injection system are configured in parallel to ensure redundancy and cope with simultaneous sensor input errors. Redundant systems use dual time-phase angle generation techniques, And the input is also double.

When the time-division phase angle generation module is used in parallel, an angle is generated in each module, and the main processor judges whether the phase angle generated by the two modules shows a phase difference of the angle at which the sensor is installed, .

In addition, the fuel injection device of the engine sends and receives commands from the ECU, which is the control device of the engine, performs the user setting reception and monitoring function through the Windows program, communicates with the temperature sensing module which is the external module, .

The engine speed and phase angle are detected at a resolution of 0.1 ° CA by using a pickup sensor installed on the camshaft of the engine. A fuel injection device that requires driving voltage / current of 125V / 15A using DC 24V Up to 24 channels.

A control method of a system for driving and controlling a fuel injection device of an engine according to the present invention for achieving another object is characterized in that the control profile of the fuel injection device in a system for driving and controlling the fuel injection device of an engine A section for supplying a current to the fuel injector, a section for maintaining the fuel injector until the fuel injector is correctly turned on, a section for consuming a predetermined amount of current induced in the fuel injector, a second voltage lower than the first voltage, And a section for maintaining the open state of the injection device.

Here, in the fuel injection device driving process, the current used in the section is regenerated and supplied to the next operation channel in a boost phase and a peak phase in which much power is consumed due to the highest load of the boost converter and the fuel injection device do.

The system for driving and controlling the fuel injection device of the engine according to the present invention and the control method thereof have the following effects.

First, it enables precise fuel injection control through efficient phase angle and TDC (Top Dead Center) detection and voltage boosting technology that can cope with various operating voltages / currents.

Second, it enables diagnosis function and redundant technology of fuel injection device and driver using CPD (Closure Point Detection) technique, phase angle detection using dual core, current / voltage measurement, and bank limit function .

Third, by applying the developed fuel injector general-purpose driver to the marine / power generation engine, the exhaust gas reduction effect, the fuel consumption improvement, and the efficiency increase effect of the engine are realized.

Fourth, since it is applicable to electronic diesel engine, dual fuel engine, and gas engine, it can be applied to the development of various engine control systems in the future.

Fifth, it can be utilized as a key core component of mid-to-large sized engines used for ships and power generation by securing miniaturization technology for mounting the driver's engine and product design technology based on vibration / shock resistance.

Sixth, the general-purpose injector driver developed has high fuel injection control accuracy, built-in voltage boosting module, and is advantageous in miniaturization and responsiveness to general-purpose injectors. It has high cost saving and contributes greatly to securing technical and price competitiveness of domestic engine manufacturers. .

Seventh, due to the localization of the general purpose injector driver, the diffusion of the dual fuel engine has expanded, realizing the application of IMO Tier III domestic law, and making it possible to designate the Korean coast as a new area of ECA (Emission Control Area) To be able to play a big role in maintaining.

1 is an overall configuration diagram of a system for driving and controlling a fuel injection device of an engine according to the present invention
Fig. 2 is a connection configuration diagram of a system for driving and controlling the fuel injection device of an engine according to the present invention
Figure 3 shows the current profile for fuel injector control
4 is a block diagram of a program logic related to the generation of a time division phase angle
5 is a detailed block diagram of a high-speed control unit according to the present invention.
FIG. 6 is a graph showing a current control profile for a fuel injector according to the present invention.
7 is a block diagram of a fuel injection parallel processing system according to the present invention
8 is a diagram showing the configuration of the voltage booster according to the present invention
9 is a view showing the configuration of the injector driver according to the present invention
10 is a flowchart showing a control method of a system for driving and controlling a fuel injection device of an engine according to the present invention
Figs. 11 to 14 are diagrams showing an operation state configuration diagram for each control section according to the control profile of the fuel injection device
15 is a block diagram of a general-purpose driver and an output status diagnosis unit according to the present invention

Hereinafter, a preferred embodiment of a system for driving and controlling a fuel injecting apparatus of an engine according to the present invention and its control method will be described in detail as follows.

The features and advantages of a system for driving and controlling a fuel injecting apparatus of an engine according to the present invention and its control method will be apparent from the following detailed description of each embodiment.

FIG. 1 is an overall configuration diagram of a system for driving and controlling a fuel injection device of an engine according to the present invention, and FIG. 2 is a connection configuration diagram of a system for driving and controlling a fuel injection device of an engine according to the present invention.

The present invention provides precise control and efficiency control of high voltage and high current by configuring the phase angle and TDC (top dead center) for precise fuel injection control and voltage boosting configuration that can cope with various operating voltage / current according to the fuel injection device It is.

The present invention includes diagnosis function and redundant technology of a fuel injection device and a driver utilizing CPD (Closure Point Detection) technique, phase angle detection using dual core, current / voltage measurement, and bank limit function.

The fuel injector driver targets a dual-fuel engine with a four-stroke engine as well as a two-stroke engine.

Generally, in a medium / large-sized ship / power generation engine, a two-stroke engine operates at a low speed of less than several hundred revolutions per minute (RPM) and a four-stroke engine operates at a medium speed of a maximum RPM of 1,800 rpm. Therefore, high-resolution phase detection and high-speed control of 0.1 ° CA are required.

Generally, signal processing using DSP (Digital Signal Processor) It is known that there is a problem that the control performance is not constant for each rotation.

The present invention can stably detect RPM, phase, and TDC at a resolution of 0.1 ° CA or less by using a time division phase angle generation technique using a pickup sensor signal.

In addition, the voltage boosting technique used in the present invention boosts voltage from 125V / 15A class power supply using a voltage booster from low voltage direct current 24V, which is a supply power source, and controls multi-channel injector at high speed by using low voltage and high voltage at the same time.

In addition, energy recovery technology is introduced to regenerate energy that is discarded during injector channel control to improve power efficiency.

In addition, the temperature stability can be obtained by using the proportional control technique in the control of the driving voltage / current profile compared with the product using PWM (Pulse Width Modulation) control.

Especially, CPD measurement technique, voltage / current monitoring, bank limiter, etc., fuel injection device and driver diagnosis technique and time division phase angle generation technique are secured with redundant so that the engine control can be seamlessly assisted .

A system for driving and controlling the fuel injection device of an engine according to the present invention is a control device for driving a fuel injection device of a ship corresponding to Tier 3 of IMO and a DF engine for power generation, And has a feature capable of coping with an injection device.

As shown in FIG. 1, the system for driving and controlling the fuel injection device of the engine according to the present invention includes a program logic unit 100 for sensing and controlling, a driver unit (200), and a diagnostic processing unit (300) that provides diagnosis and redundancy.

The program logic unit 100 of the system for driving and controlling the fuel injection device of the engine according to the present invention is provided with a program for controlling the fuel injection device according to the present invention in terms of parameters such as the injection point of each channel, the injection amount (= spray angle) Setting reception and application, and real-time monitoring of the engine phase angle and RPM.

The driver unit 200 performs the driver operation of 'Run' and 'Stop' according to the ECU command, and the adjustment of the injection timing and the injection angle by the ECU during the injection operation. In the case of 'Run' The control of the high-speed control unit and the injection driver according to the injection angle, and the control of the fuel injection device are performed, and the injection operation is stopped by the 'Stop' command of the ECU during the injection operation.

The diagnostic processing unit 300 generates a signal related to an alarm / shutdown, a driver, and an output state, and supports a diagnostic function through a communication interface or a monitoring program.

The system for driving and controlling the fuel injection device of the engine according to the present invention can send and receive commands from the ECU, which is a control device of the engine, and perform user setting reception and monitoring functions through the Windows program.

In addition, it can acquire current temperature information of the engine by communicating with a temperature sensing module which is an external module.

By using the pick-up sensor installed on the camshaft of the engine, the rotation speed and phase angle of the engine are precisely detected at a resolution of 0.1 ° CA, and the fuel which requires driving voltage / current of 125V / 15A using DC 24V The injection device is controlled up to 24 channels by using the profile as shown in Fig.

3 is a current profile for fuel injector control.

The fuel injection device controlled by the system for driving and controlling the fuel injection device of the engine according to the present invention is an electronic injector and a solenoid driven gas intake valve.

The control command of the fuel injection device is obtained from the ECU responsible for the engine control, and the fuel injection device is controlled with an accuracy of 0.2 CA according to the control command, and the ECU provides the fuel injection device and the driver with the diagnosis function.

In order to develop an algorithm for selecting the fuel injection position, the angle obtained in real time through the time division phase angle generation technique should be measured.

4 is a block diagram of a program logic related to the time division phase angle generation.

Since the angle changes in real time when the engine is running, you have to be able to continuously detect the changing angle in real time in order to find the injection position.

In the present invention, the high speed and precise injection operation is performed using the interruption method to satisfy the corresponding condition.

When the algorithm is executed by the polling method, it becomes difficult to perform the efficient operation of the CPU. Therefore, the fuel injection positioning algorithm is implemented using the interruption method.

However, in the interrupt method, the faster the engine speed, the higher the CPU load ratio. Therefore, it is necessary to optimize the algorithm.

Also, in the case of a dual fuel engine, the fuel injecting position is designed to be located by the number of channels for each of the two types of fuel injecting apparatuses, and the output is outputted to the physical output related to the corresponding channel.

The RPM calculation is performed by substituting the periodic increment of the angular value obtained through the time division phase angle generation technique into the following equation.

The detailed structure of the high-speed control unit according to the present invention is as follows.

5 is a detailed block diagram of a high-speed control unit according to the present invention.

The high-speed controller plays a role of supplying / controlling power to the fuel injector so that the fuel injector can inject the correct amount of fuel at the correct timing, in accordance with the engine RPM and phase, based on the injection information provided from the ECU.

The operation of the high-speed control unit is largely divided into 'Run' and 'Stop', and the operation decision is made by the ECU. According to the injection information received from the ECU, the high-speed control unit controls the injector driver and the boost converter based on the engine RPM and the phase information.

The high-speed control unit needs to secure sufficient resources of the CPU because it manages communication data processing, injector driver control according to the RPM phase angle, control of the boost converter according to the voltage of the fuel injection device, and operation of the entire product.

For this purpose, it is necessary to divide multi - core according to roles and apply an algorithm that efficiently uses CPU resources.

For fuel injection, the high-speed control unit controls to generate a current profile as shown in FIG. 6 through a hardware driver.

6 is a current control profile for a fuel injector according to the present invention.

Parameters such as the time per control interval, peak current, and hold current can all be set to match the target fuel injector.

The fuel injection parallel processing system of the system for driving and controlling the fuel injection device of the engine according to the present invention will now be described.

7 is a configuration diagram of a fuel injection parallel processing system according to the present invention.

When the phase angle measurement system and the fuel injection system are constituted by a single system, there is no means for coping with a problem in the pickup sensor or the speed sensor, which may cause a great obstacle to the engine operation.

Accordingly, in the present invention, the phase angle measurement and the fuel injection system are configured in parallel to secure redundancy and cope with simultaneous sensor input errors.

Redundant systems use a dual-time-phase-angle-angle generation technique, which results in dual pickup-sensor inputs.

As the time division phase angle generation module is used in parallel, angles are generated in each module, and the main processor judges whether the phase angle generated by the two modules shows a phase difference of the angle of the sensor, It can be judged.

In addition, when the failure detection of one pickup sensor is detected by using the fault diagnosis algorithm, the phase angle generation can be maintained using only the redundant module, so that the stability of the fuel injection system is enhanced.

The configuration of the voltage booster according to the present invention is as follows.

8 is a configuration diagram of a voltage booster according to the present invention.

The voltage supplied to the control unit in the marine engine is DC 24V. Since the voltage required to drive the fuel injection system varies from 24 to 125 V, a circuit for boosting DC 24 V is needed.

Unlike a general industrial boosting circuit in which the load is constant and consecutive current is consumed, the boosting circuit according to the present invention aims at miniaturization and at the same time a high-speed and high-speed power supply, so that the capacity of the output capacitor and the duty control method of the PWM signal are considered .

The current regeneration in the system for driving and controlling the fuel injection device of the engine according to the present invention is performed during the injection control operation.

Between the step of supplying a large amount of energy to open the injector and the step of maintaining the open injector, part of the energy charged in the injector is regenerated by the boost converter to increase the power efficiency.

9 is a configuration diagram of an injector driver according to the present invention.

For general foreign products, PWM signals are used for FET driving, and PWM is supported by most DSPs, making it relatively easy to implement. However, in the case of the PWM control method, since there is no feedback, the error of the final current of the current profile output from the same control signal is largely generated, thereby causing frequent parameter setting change from the ECU.

Therefore, in order to minimize the control error, the present invention introduces a current feedback and proportional control technique and uses the current feedback control to perform the current profile control.

The control method of the system for driving and controlling the fuel injection device of the engine according to the present invention will be described in detail as follows.

10 is a flowchart showing a control method of the system for driving and controlling the fuel injection device of the engine according to the present invention.

And Figs. 11 to 14 are operational state diagrams of control sections according to the control profile of the fuel injection device.

The control profile of the fuel injection device in the system for driving and controlling the fuel injection device of the engine according to the present invention includes a section S1001 for instantaneously supplying current to the fuel injection device using a high voltage, A period S1003 in which the current induced in the fuel injector is partially consumed, and a period S1004 in which the open state of the fuel injector is maintained using a low voltage .

During the fuel injector driving process, the boost converter and the fuel injector load are the highest in the boost phase and the peak phase, consuming a lot of power. In addition, when multiple channels are driven at the same time, problems such as product heat generation, size increase, and product durability are caused due to high power consumption.

In order to solve such a problem, the present invention implements a method of regenerating the current used in the section and supplying the current to the next operation channel.

The general driver and the output state diagnosis unit according to the present invention will now be described.

15 is a configuration diagram of a general-purpose driver and an output status diagnosis unit according to the present invention.

There is a need to diagnose the flexible driver and the output state in order to increase the stability of the general-purpose driver.

The diagnosis section includes fuel injection device disconnection detection, voltage monitoring, overcurrent detection and bank limit detection. The setting program allows you to set the alarm / shutdown ON / OFF and threshold, etc., and to check whether alarm or shutdown is possible via monitoring program or communication line.

Fuel injector disconnection detection is implemented by using the current that flows finely to the drain of the low side FET.

Fuel injectors are strongly influenced by the power source, and when the power source is not stable, the open delay time is increased and the spray duration is also affected. Therefore, the booster voltage and the battery voltage are constantly monitored and stably maintained.

Failure of the fuel supply system or circuit failure may cause overcurrent, and in order to prevent secondary loss due to this, the operation of the circuit should be prevented in case of overcurrent. The ability to sense and notify when pre-injection, main-injection, post-injection overlaps, or when the injection duration is too long, or when the injection timing of each channel is disturbed, is called the bank limit detection function.

The system for driving and controlling the fuel injection device of the engine according to the present invention as described above and the control method thereof can be applied to a fuel injection system that is capable of accurately detecting the phase angle and TDC (Top Dead Center) This system enables diagnosis of fuel injectors and drivers and redundant technology using CPD (Closure Point Detection) technique, phase angle detection using dual core, current / voltage measurement, and bank limit function. .

In particular, we have secured miniaturization technology for engine mounting of the driver and product design technology based on vibration / shock resistance, developed a universal driver that is the main core component of the mid- and large-sized engines used for ships and power generation, So that it can be applied to a device.

As described above, it will be understood that the present invention is implemented in a modified form without departing from the essential characteristics of the present invention.

It is therefore to be understood that the specified embodiments are to be considered in an illustrative rather than a restrictive sense and that the scope of the invention is indicated by the appended claims rather than by the foregoing description and that all such differences falling within the scope of equivalents thereof are intended to be embraced therein It should be interpreted.

100. Program logic section 200. Driver section
300. Diagnosis processor

Claims (13)

A program logic unit for sensing and controlling fuel injection control by performing phase angle and TDC (Top Dead Center) detection, voltage boosting corresponding to a movable voltage and current, and performing fuel injection control;
A driver unit for controlling the voltage booster and the current to control the high-speed control unit and the injection driver according to the injection timing and the injection angle set in the program logic unit and to control the fuel injection device;
A diagnosing function for processing a diagnostic function and a redundancy of a fuel injector and a driver utilizing a CPD (Closure Point Detection) technique, a phase angle detection using a dual core, a current / voltage measurement, and a bank limit function Wherein the fuel injection device is an engine. 2. The apparatus of claim 1, wherein the program logic comprises:
And is configured to be capable of performing setting and receiving of settings for the injection timing, injection amount (= injection angle) and alarm / shutdown parameters for each channel through the setting program, and real time monitoring of the engine phase angle and RPM. The fuel injection device of the present invention. The image pickup apparatus according to claim 1,
The control unit controls the injection operation of the 'Run' and the 'Stop' according to the ECU command and the injection timing and the injection angle of the ECU during the injection operation, Wherein the control means controls the injection driver and controls the fuel injection device, and stops the injection operation by the " Stop " command of the ECU during the injection operation. 4. The apparatus of claim 3, wherein the high-
Based on the injection information provided by the ECU, performs a function of supplying / controlling power so that the fuel injection device can inject a predetermined amount of fuel at a predetermined time according to the engine RPM and phase,
Wherein the high-speed control unit controls the injector driver and the boost converter based on the engine RPM and the phase information according to the injection information received from the ECU. 4. The fuel cell system according to claim 3,
Wherein the PWM control method is an open loop control without feedback, and performs current feedback control and current feedback control using current feedback and proportional control to minimize control error. The method according to claim 3 or 5, wherein during an injection control operation of the injection driver,
And a boost converter for regenerating part of the energy charged in the injector between the step of supplying a large amount of energy to open the injector and the step of maintaining the open injector to increase the power efficiency. system. 2. The apparatus according to claim 1,
A signal generating unit for generating a signal related to an alarm / shutdown, a driver and an output state, and a diagnosing function through a communication interface or a monitoring program. 2. The method of claim 1, wherein the phase angle measurement and the fuel injection system are configured in parallel to ensure redundancy and to cope with simultaneous sensor input errors,
A system for driving and controlling a fuel injector of an engine, wherein a redundant system uses a time division phase angle generation technique in a double manner, and thus a pickup sensor input is also double. The method as claimed in claim 8, wherein an angle is generated in each module by using the time division phase angle generation module in parallel,
Wherein the main processor judges whether or not the pickup sensor is faulty by judging whether a phase angle generated by the two modules shows a phase difference of an angle at which the sensor is installed. The fuel injection control device according to claim 1, wherein the fuel injection device of the engine sends and receives a command from an ECU as a control device of the engine, performs a user setting reception and monitoring function through a window program, communicates with a temperature sensing module, And obtains the current temperature information. 2. The method according to claim 1, wherein a rotation speed and a phase angle of the engine are detected at a resolution of 0.1 DEG CA using a pick-up sensor installed on a cam shaft of the engine and a driving voltage / current of 125V / 15A is required using DC 24V Of the fuel injection device is controlled up to twenty-four channels. A control profile of a fuel injection device in a system for driving and controlling a fuel injection device of an engine,
A section for supplying current to the fuel injector instantaneously using the first voltage;
A section for maintaining the fuel injection device until the fuel injection device is correctly turned ON;
A period in which the current induced in the fuel injector is partially consumed;
And a section for maintaining the open state of the fuel injection device by using a second voltage lower than the first voltage. 13. The method of claim 12, wherein during a boost phase and a peak phase in which a large amount of power is consumed due to the highest load of the boost converter and the fuel injection device during the fuel injection device driving process,
And regenerating the current used in the section and supplying the current to the next operation channel.

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