KR20210027802A - Control Method of Engine System - Google Patents

Abstract

The present invention relates to a control method of an engine system.
The control method of an engine system of the present invention comprises the steps of: issuing a start command to the engine; Measuring an external interrupt by a cam sensor and a crank sensor; When an edge signal is generated from at least one of the cam sensor and the crank sensor, determining an error type based on a normal signal from the cam sensor and the crank sensor; And a control logic execution step of performing a control logic according to an error determined in the error type determination step, wherein the error type determination step includes determining whether a signal of one of the cam sensor and the crank sensor is not input. Including, the step of performing the control logic, when it is determined that the signal of one of the cam sensor and the crank sensor is not input, comprises the step of generating a simulated waveform in the cam sensor or the crank sensor that the signal is not input.

Description

Control Method of Engine System

The present invention relates to a control method of an engine system, and more particularly, to a control method of an engine system used in a gas engine heat pump.

An engine is a device capable of generating power using a mixture of fuel and air (mixed fuel), and is used in various industrial fields such as air conditioning systems, automobiles, and power generation facilities. As an example, even in a gas heat pump system (GHP), an engine may be used, and a compressor constituting a refrigeration cycle for cooling or heating is driven by a gas engine instead of electricity.

The engine may include a cylinder to which mixed fuel is supplied and a piston provided to be movable within the cylinder.

The engine may include a cam sensor that detects the top dead center of the piston and a crank sensor that provides information to calculate the rotation speed of the engine. After the engine is synchronized, the cam sensor and the crank sensor may compare signals to measure the position of the piston relative to the top dead center, thereby controlling the fuel injection timing and operating conditions for each cylinder. .

Therefore, for the normal operation of the engine, it is necessary to diagnose whether the cam sensor and the crank sensor perform a normal operation, and if at least one of the two sensors is not connected or is abnormally connected, the engine is not driven. It can cause problems.

The problem to be solved by the present invention is to provide a control method of an engine system capable of operating an engine even with an error in connection between a crank sensor and a cam sensor.

Another object of the present invention is to provide a control method of an engine system capable of coping with the types of errors in the wiring of a crank sensor and a cam sensor.

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

In order to achieve the task, the control method of the engine system according to the present invention comprises the steps of issuing a start command to the engine, the step of measuring an external interrupt by a cam sensor and a crank sensor, and an edge at least one of the cam sensor and the crank sensor. When a signal is generated, determining an error type based on a normal signal of the cam sensor and the crank sensor, and a control logic execution step of performing a control logic according to an error determined in the error type determination step, wherein the The error type determination step includes determining whether a signal of one of the cam sensor and the crank sensor is not input, and the step of performing the control logic determines that a signal of one of the cam sensor and the crank sensor is not input. In this case, the engine operation may be attempted even when the crank sensor or the cam sensor is not connected, including generating a simulated waveform in the cam sensor or the crank sensor to which a signal is not input.

In the error type determination step, when the cam signal is not input, the control logic execution step generates a simulated waveform based on the steady state cam signal stored in the memory unit.

In the control logic execution step, a plurality of cylinders are sequentially ignited based on a signal input from the crank sensor and a simulated waveform of the cam sensor.

In the error type determination step, when the crank signal is not input, the control logic execution step generates a simulated waveform based on the steady state crank signal stored in the memory unit.

In the step of performing the control logic, a plurality of cylinders are sequentially ignited based on one cycle of the cam sensor.

The error type determination step further comprises determining whether a signal input from the cam sensor and the crank sensor is a timer or not when an input signal is detected by the cam sensor and the crank sensor, and the control logic The performing step further includes changing the settings of the cam sensor and the input/output port of the crank sensor when a signal input from the cam sensor and the crank sensor is input by a timer or more, wherein the cam sensor and the crank sensor are behind each other. It is possible to cope with the case of a change in the finals.

The error type determination step may be performed after the step of starting the engine, when the engine does not start.

In the step of determining the type of error, when an input signal is detected by the cam sensor and the crank sensor, it is determined whether a timer value of the cam sensor and a timer value of the crank sensor are abnormal, and the step of performing the control logic comprises: When the signal input from the cam sensor and the crank sensor does not have a timer abnormal input, the signal input from the cam sensor or the crank sensor is input as an inverted signal waveform through an inverting unit.

In addition, the step of determining the type of error further includes determining whether an input signal is an inverted signal from the cam sensor or the crank sensor when there is no timer abnormal input from the cam sensor and the crank sensor. can do.

Details of other embodiments are included in the detailed description and drawings.

According to the control method of the engine system of the present invention, one or more of the following effects are provided.

First, even when the cam sensor or crank sensor is not connected, there is an advantage that the engine system can be operated.

Second, even with various errors that may occur when the cam sensor or crank sensor is connected, there is an advantage in that the type of error can be identified and appropriate responses can be made.

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

1 is a schematic diagram for explaining the configuration of a gas engine system according to an embodiment of the present invention.
2 is a block diagram illustrating a control-related configuration of a gas engine system according to an embodiment of the present invention.
3 is a flow chart showing a control method of the gas engine system according to an embodiment of the present invention.
4 is a view showing signals input from the cam sensor and the crank sensor in a state in which the cam sensor and the crank sensor are normally connected according to an embodiment of the present invention.
5 is a view showing signals input from a cam sensor and a crank sensor in an error state of a first case according to an embodiment of the present invention.
6 is a view showing signals input from a cam sensor and a crank sensor in an error state of a second case according to an embodiment of the present invention.
7 is a view showing signals input from a cam sensor and a crank sensor in an error state of a third case according to an embodiment of the present invention.
8 is a diagram showing signals input from a cam sensor and a crank sensor in an error state of a fourth case according to an embodiment of the present invention.
9 is a diagram showing signals input from a cam sensor and a crank sensor in an error state of a fifth case according to an embodiment of the present invention.
10 is a view showing signals input from a cam sensor and a crank sensor in an error state of a fifth case according to another embodiment of the present invention.
11 is a flow chart showing a control method of the gas engine system in the first to fourth cases of FIGS. 5 to 8 of the present invention.
12 is a flow chart showing a control method of the gas engine system in the fifth case of FIGS. 9 to 10 of the present invention.

Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in a variety of different forms, and only these embodiments make the disclosure of the present invention complete, and are common knowledge in the technical field to which the present invention pertains. It is provided to completely inform the scope of the invention to those who have, and the invention is only defined by the scope of the claims. The same reference numerals refer to the same elements throughout the specification.

Hereinafter, the present invention will be described with reference to the drawings for explaining a gas engine system and a control method thereof according to embodiments of the present invention.

<Engine configuration>

1 to 2, the engine 10 used in the gas engine system of the present invention may be a device for driving a compressor of a gas heat pump. Accordingly, the engine 10 may provide power for driving a compressor (not shown) of the gas engine heat pump.

The engine 10 includes a plurality of cylinders 12, an intake valve 28 for controlling intake of a gas or a mixture of gas and air into each of the plurality of cylinders 12, and exhaust from each of the plurality of cylinders 12. It includes an exhaust valve 30 for controlling exhaust gas.

The cylinder 12 may be provided in plural according to the power required for the engine 10. In addition, the engine 10 may generate power by performing four strokes, such as suction, compression, explosion, and exhaust, by a mixture of air and gas fuel introduced into the cylinder 12. In the present invention, the engine may use a four-cylinder engine equipped with four cylinders.

The intake valve 28 serves to provide the mixed fuel into the cylinder 12. The intake valve 28 may be opened by a cam nose provided in a cylinder head (not shown) positioned above the cylinder 12 and may be closed by a force of a spring.

The exhaust valve 30 performs a function of discharging the combustion gas that has undergone an explosion stroke inside the cylinder 12 to the outside. The exhaust valve 30 may also be opened or closed in the same manner as the intake valve 28. When the exhaust valve 30 is opened, the combustion gas may be discharged to the outside through the exhaust pipe 32.

The engine 10 is connected to each of a plurality of pistons 14 and a plurality of pistons 14 that perform vertical reciprocating motion in the interior of each of the plurality of cylinders 12 to receive force from each of the plurality of pistons 14. A crankshaft 18 connected to a plurality of connecting rods 16 and a plurality of connecting rods 16 to perform a rotational movement, and a crankshaft 18 connected to the crankshaft 18 to rotate, and a plurality of teeth around the circumference It may further include a crank wheel 20 formed.

The piston 14 performs a function of transmitting a large force to the connecting rod 16 by the expansion force of the combustion gas having a very high temperature instantaneously in the explosion (expansion) stroke.

The connecting rod 16 connects the piston 14 and the crankshaft 18, and performs a function of converting the reciprocating motion of the piston 14 into a rotational motion of the crankshaft 18.

The crankshaft 18 may perform rotational motion by the connecting rod 16. Thereby, the engine 10 can provide power to the compressor by adjusting the rotation frequency (RPM).

As for the crank wheel 20, a plurality of teeth 22 are disposed around the circumference at regular intervals. However, the periphery of the crankwheel 20 is formed with a sewing machine tooth 24 from which a portion of the plurality of teeth 22 disposed at regular intervals has been removed. The crank sensor 56 to be described below may detect the position of the sewing tooth 24 and detect the number of rotations of the crankshaft 18 or the crankwheel 20.

The engine 10 may further include a spark plug 26 for combustion of mixed fuel.

The spark plug 26 performs a function of igniting the mixed fuel that has undergone a compression stroke. For example, the spark plug 26 may ignite the compressed mixed fuel through spark discharge by a high voltage current generated from a coil.

The ignition plug 26 may ignite the mixed fuel under the control of the electronic control device 100.

The engine 10 is disposed on the inlet side to supply a mixer 39 for supplying mixed fuel, an air filter (not shown) for supplying purified air to the mixer 39, and a fuel under a predetermined pressure. For a zero governor (zero governor, not shown) may further include.

Through the intake pipe 35, a mixture of air and gas is introduced into the cylinder 12, and through the exhaust pipe 32, the burned exhaust gas may be discharged to the outside of the cylinder 12. The suction pipe 35 may mean a pipe in which an air pipe 34 through which air is introduced and an injection pipe 36 through which gas is introduced are laminated.

The engine 10 may include a starter motor 40 (refer to FIG. 2) capable of starting.

The starter motor may be operated for a predetermined time from the point when the engine 10 starts to operate. Depending on whether the engine 10 is started successfully after the starter motor is operated, the compressor may be operated in a section in which the rotational speed (RPM) of the engine 10 is adjusted.

The engine 10 may further include a coolant temperature sensor 52 that senses the temperature of the coolant passing through the engine 10. The coolant temperature sensor 52 may be installed in the cylinder 12 to detect the temperature of the coolant introduced into the engine 10. Here, the detected temperature information of the coolant may be transmitted to the electronic control device 100 to be described later.

The engine 10 may further include an injector 42 (see FIG. 2) capable of injecting gaseous fuel for each cylinder 12. The injector 42 may be installed in the injection pipe 36. Accordingly, gas fuel provided from the zero governor can be injected for each cylinder 12.

The injector 42 performs a function of sequentially injecting fuel for each cylinder by opening and closing the nozzle for a preset time according to a fuel injection timing control signal applied from the electronic control device 100 to be described later.

The engine 10 may further include an air temperature sensor 50, a throttle valve 38, and an intake pressure sensor 54.

The air temperature sensor 50 may be installed in the air pipe 34 to detect the temperature of the inhaled air. In addition, the air temperature sensor 50 may provide the sensed temperature information to the electronic control device 100 to be described later.

The intake pressure sensor 54 may detect the pressure of the mixed fuel, which is a mixed state of air and gas fuel. The intake pressure sensor 54 may provide the sensed pressure information to the electronic control device 100. The electronic control device 100 checks the injection amount of the mixer (hereinafter, the injection amount of fuel), the state of the mixer, etc., based on the information transmitted from the air temperature sensor 50 and the intake air pressure sensor 54, and Can be controlled.

The throttle valve 38 may be provided to control the flow rate of the mixed fuel supplied to the cylinder 12 to an appropriate level. The throttle valve 38 may be located between the air temperature sensor 50 and the intake pressure sensor 54.

The engine 10 may include a crank sensor 56 that detects the number of revolutions of the crank wheel 20 and a cam sensor 58 that detects the position of the piston 14 that moves inside the cylinder 12. have.

The crank sensor 56 is connected to the crankshaft 18 and detects the sewing machine tooth 24 of the rotating crankwheel 20 to detect the rotational position of the crankshaft 18 or the crankwheel 20. have.

The cam sensor 58 may detect the top dead center or the bottom dead center of the piston 14. The cam sensor 58 may detect the top dead center of the piston 14 disposed in one of the plurality of cylinders in order to provide information on the fuel injection timing and the ignition timing.

The top dead center of the piston 14 can be understood as the completion point of compression or exhaust. Therefore, in the four-stage stroke of the engine 10, one cycle is completed only when the crankshaft 18 rotates twice.

The engine 10 can generate the desired power only when the operation to be performed for each step of the suction, compression, explosion, and exhaust strokes within the cylinder 12 is performed at an accurate time (engine synchronization).

If the synchronization of the engine 10 is incorrect, it will not be possible to provide the output of the engine 10 desired by the user.

Synchronization of the engine 10 may check whether the engine 10 is completed at the beginning of the start (whether or not the start is successful). When the engine synchronization is correctly completed (starting success), the engine 10 can provide power to the connected load by controlling the RPM in a preset range.

The gas engine system must be able to accurately measure the RPM of the engine 10 in order to diagnose synchronization, and must be able to accurately determine each step of the stroke.

Referring to FIG. 2, the gas engine system may include an electronic control unit 100, an ECU, a crank sensor 56, a cam sensor 58, and an inverting unit 60.

The electronic control device 100 functions as a control means for controlling the engine 10. That is, the electronic control device 100 is not limited to a function of diagnosing the engine 10, but may perform a function of a control unit that controls the engine 10. Accordingly, the electronic control device 100 may be defined as an engine control unit.

For example, the electronic control device 100 receives information sensed from the coolant temperature sensor 52, the air temperature sensor 50, the intake air pressure sensor 54, etc., and determines the fuel injection amount, the fuel injection timing, and the ignition time. In order to adjust, the operation of the spark plug 26, the starter motor 40, and the injector 42 can be controlled.

The crank sensor 56 may detect the rotational position of the crankshaft 18 in order to provide information on the engine speed (RPM), the fuel injection time and the ignition time. The crank sensor 56 may transmit rotation information of the crankshaft 18 obtained by detecting the sewing tooth of the crankwheel 20 to the electronic control device 100.

The electronic control device 100 counts a rising edge or a falling edge in the signal waveform transmitted from the crank sensor 56 and measures a time interval to determine the engine speed (RPM). Information can be obtained.

The cam sensor 58 may transmit information about detecting the position of the piston 14 to the electronic control device 100.

The electronic control device 100 may determine a fuel injection time point and an ignition time point through the position of the piston 14 detected by the cam sensor 58 and the missing tooth detected by the crank sensor 56.

The electronic control device 100 may receive information (signal waveform) sensed by the cam sensor 58 and the crank sensor 56 and analyze the information according to a preset logic. Accordingly, the electronic control device 100 can accurately determine the stroke step inside each cylinder 12 and determine a fuel injection timing, a fuel injection amount, an ignition timing, and the like.

The electronic control device 100 may perform a count by determining a falling edge at which a signal provided from the crank sensor 56 changes from high to low. In addition, 1 or 0 may be input to the memory unit 106 according to the detection signal of the polling edge. Thereafter, when the count exceeds a preset value, the count is stopped, and it is possible to determine whether a missing tooth occurs according to the presence or absence of data whose data value has changed from 1 to 0 in the bit string input to the memory unit 106. . When a missing tooth is detected, it is compared with a bit string stored in advance in the memory unit 106 or a high and low waveform recognized from the cam sensor 58 and performed in the corresponding cylinder 12. It is possible to determine the stage of administration to be taken. Accordingly, the electronic control device 100 may control the fuel injection timing, the fuel injection amount, and the ignition timing.

Referring to FIG. 4, when the synchronization of the engine 10 is correctly completed, the electronic control device 100, from the signal waveforms applied from the cam sensor 58 and the crank sensor 56, the rising edge of the first tooth. edge) or a falling edge as a reference point, detecting a missing tooth, and matching the detected signal according to the top dead center of the piston 14. Exhaust) can be accurately detected.

Meanwhile, the crank sensor 56, the cam sensor 58, and the inverting unit 60 described above are input to the electronic control device 100 to diagnose the operation of the engine 10. It can be called the input section.

The inverting unit 60 may invert signal waveforms of the crank sensor 56 and the cam sensor 58. For example, the inverting unit 60 may include an inverting amplifier, and may be provided as a circuit implemented as an inverting amplifier.

That is, the inverting unit 60 may receive the signal waveform of the crank sensor 56 and the signal waveform of the cam sensor 58 and output the phase by 180°. In addition, the inverted and output signal may be input to the electronic control device 100 again.

The input part of the inverting part 60 is connected to the output part of the crank sensor 56 and the cam sensor 58, and the output part of the inverting part 60 is connected to the input part of the electronic control device 100.

Here, the crank sensor 56 and the cam sensor 58 are a wire branched from a wire connecting the output of the crank sensor 56 and the cam sensor 58 and the input of the electronic control device 100. It may be connected to the input of the inverting unit 60.

That is, the electronic control device 100 may receive a plurality of input signals. Specifically, the electronic control device 100 is a signal directly input from the crank sensor 56, a signal directly input from the cam sensor 58, a signal reversely input from the crank sensor 56 through the inverting unit 60 And all signals that are reversely input from the cam sensor 58 through the inverting unit 60 may be received, and may be selected and processed according to a processing routine.

In addition, a plurality of input signals may be input to a sensor interrupt processing unit (refer to FIG. 2) to go through a processing routine.

Through the input of the electronic control device 100, a signal directly input from the crank sensor 56, a signal directly input from the cam sensor 58, and reverse input from the crank sensor 56 through the inverting unit 60 An input such as a signal and a signal reversely inputted from the cam sensor 58 through the inverting unit 60 can be understood as an external interrupt.

Here, the interrupt means a request from peripheral hardware or software generated to notify an event that requires immediate processing by the central processing unit (CPU).

In addition, an external interrupt means an interrupt generated by an event outside the central processing unit (CPU), that is, it can be understood as an interrupt generated by reading and writing of a peripheral device.

The external interrupt function of the electronic control unit (ECU) is that when an external interrupt occurs, the interrupt processing routine in the control program in the operating system operates and resolves it at that moment, and returns to the state before the external interrupt occurred. Therefore, the central processing unit (CPU) of the electronic control unit (ECU) automatically inspects the external input according to the interrupt processing routine and processes appropriately if there is an external input without monitoring each signal from the outside through the external interrupt function. I can do it.

The electronic control device 100 may include a central processing unit 102 that processes input information analysis, calculations, comparisons, commands, etc., and a sensor interrupt processing unit 108 for performing the above-described external interrupt function. .

The central processing unit 102 may measure or determine an engine speed (RPM) and a stroke step as described above by using a plurality of input signals.

In this case, the central processing unit 102 may diagnose whether the measurement or determination result is normal according to the previously stored information. And if the result is abnormal, it is possible to instruct the sensor interrupt processing unit 108 to go through a processing routine.

The sensor interrupt processing unit 108 includes a plurality of input signals, that is, a signal directly input from the crank sensor 56, a signal directly input from the cam sensor 58, and the inverting unit 60 from the crank sensor 56. A signal that is inverted input and a signal that is inverted input from the cam sensor 58 through the inverting unit 60 may be input or output.

For example, the sensor interrupt processing unit 108 may apply a processing routine for a plurality of input signals according to an instruction of the central processing unit 102. In addition, the sensor interrupt processing unit 108 may provide the result of the processing routine to the central processing unit 102 again.

The processing routine may include control logic (S110, S120, S130, S140, S150, see FIGS. 11 and 12) for resolving an error according to the type of error determined to be described later.

The electronic control device 100 may further include a communication unit 110, an On Board Diagnostics unit 104, and a memory unit 106.

The communication unit 110 may connect to a gas heat pump, an external device (not shown), or the like according to a command of the central processing unit 102. The electronic control device 100 may mutually transmit and receive information to and from the gas heat pump through the communication unit 110.

The self-diagnosis device unit 104 may record the contents of the change made through the processing routine. The self-diagnosis unit 104 may receive and record a result of the processing routine performed by the sensor interrupt processing unit 108 through the central processing unit 102, respectively.

The memory unit 106 is a memory unit and may store a bit arrangement for a stroke, an engine rotational speed measurement range, an engine start success condition, and the like in advance.

In addition, the memory unit 106 may store the recorded contents of the self-diagnosis device unit 104.

<Error in cam sensor and crank sensor>

4 is a graph showing signal waveforms when a cam sensor and a crank sensor of a gas engine system according to an embodiment of the present invention are normally connected. That is, when the crank sensor 56 and the cam sensor 58 are normally installed, the waveform of the input signal recognized by the electronic control device 100 is shown.

When the crank sensor 56 and the cam sensor 58 are normally installed, the electronic control device 100 includes a recognition signal waveform input from the cam sensor 58 (above) and a recognition signal waveform input from the crank sensor 56. By comparing (below) with the signals detected by the crank sensor 56 and the cam sensor 58, it is possible to grasp the type of error.

The electronic control device 100 may determine the stroke step and the number of revolutions based on high and low signals from the recognition signal waveform (above) input from the cam sensor 58. Referring to FIG. 4, at the first top dead center, that is, the time C1 is changed from low to high signal, the compression process is completed, and the second top dead center, that is, high to low. At the time C2 changed to the (low) signal, it can be understood as the time when the exhaust stroke is completed. And the engine 10 is rotated 1 rotation from the first top dead center point (C1) to the second top dead center point (C2), and again from the second top dead center point (C2) to the third top dead center point (C1), the engine 10 ) Is one rotation to complete one cycle of suction, compression, explosion, and exhaust strokes.

The electronic control device 100 identifies the position of the missing tooth 24 from the recognition signal waveform (below) input from the crank sensor 56, and performs a count for measuring the engine speed (RPM). I can. Referring to FIG. 4, the sewing tooth 24 is based on a rising edge.

4, when the crank sensor 56 and the cam sensor 58 are normally connected, the electronic control device 100 can accurately determine the stroke stage of the engine 10, and the fuel injection time and the ignition time You can control your back accurately.

The connection of each of the crank sensor 56 and the cam sensor 58 is normal, but the polarity is reversed in the connection of one of the crank sensor 56 and the cam sensor 58. When one of (58) is not wired or the crank sensor 56 and the cam sensor 58 are installed interchangeably, the signal from the cam sensor 58 or the crank sensor 56 is not properly transmitted, and the piston 14 It is not possible to accurately determine the fuel injection point and the ignition point through the location of, and thus a problem that the engine does not start may occur. Therefore, compared to the case where the crank sensor 56 and the cam sensor 58 shown in FIG. 4 are normally connected, the type of installation error of the crank sensor 56 and the cam sensor 58 is identified, The control method according to the type will be described.

5 to 10, in this embodiment, six types of errors are shown.

Referring to FIG. 5, the error according to the first case is when the crank sensor 56 is normally connected, the cam sensor 58 is removed, or is not connected. At this time, a signal from the cam sensor 58 is not generated, and only a signal from the crank sensor 56 may be generated. Therefore, the number of rotations of the crankshaft 18 or the crankwheel 20 according to the rotation of the crankwheel 20 is measured, but the position of the piston 14 detected by the cam sensor 58 is not detected. . Therefore, it is not possible to determine the exact fuel injection time point and the ignition time point, and a problem of not taking the start may occur.

In addition, the missing tooth of the crank wheel 20 is normally determined, but an edge signal by the cam sensor 58 is not generated.

6, the error according to the second case is a case in which the cam sensor 58 is connected because the polarity is reversed, and the signal waveform input to the electronic control device 100 is inverted from the normal signal waveform to be input. have.

The signal waveform input through the cam sensor 58 of the electronic control device 100 is input as an inverted waveform in which high and low are inverted from the normal signal waveform.

According to this, since the crank sensor 56 is normally installed, the engine speed (RPM) is normally measured, but the high and low of the signal waveform input from the cam sensor 58 are reversed, so that the stroke step and the piston ( There is a problem that the location of 14) cannot be accurately determined.

Therefore, since the stroke stage and the position of the piston 14 are determined incorrectly, the ignition timing, the fuel injection timing, etc. are operated incorrectly, and the engine speed (RPM) does not reach the condition of whether the engine starts successfully or not. Occurs. That is, there is a problem in that the engine 10 fails to start in a section in which the idling operation is to be performed.

Referring to FIG. 7, the error according to the third case is when the cam sensor 58 is normally connected, the crank sensor 56 is removed, or is not connected. At this time, a signal from the crank sensor 56 is not generated, and only a signal from the cam sensor 58 may be generated.

Therefore, the number of rotations of the crankshaft 18 or the crankwheel 20 according to the rotation of the crankwheel 20 is not measured. However, the edge signal by the cam sensor 58 is generated, but the calculation of the missing tooth by the rising edge cannot be entered due to the falling edge from the signal waveform input from the crank sensor 56.

Therefore, since the position of the missing tooth 24 cannot be determined, it is difficult to control the timing of ignition of the engine 10. That is, the number of rotations of the crankshaft 18 or the crankwheel 20 is not measured, and a problem occurs in that the start is not performed.

Referring to FIG. 8, the error according to the fourth case is a case in which the crank sensor 56 is connected because the polarity is reversed, and the signal waveform input to the electronic control device 100 is inverted from the normal signal waveform to be input. have.

The signal waveform input through the crank sensor 56 of the electronic control device 100 is a waveform in which the missing tooth 24 ′ is inverted from a rising edge to a falling edge in a normal signal waveform Is entered as.

According to this, since the cam sensor 58 is normally installed, the top dead center of the piston 14 is normally detected, but the calculation of the missing tooth by the rising edge is not allowed due to the falling edge from the signal waveform input from the crank sensor 56. I can't. Therefore, since the position of the missing toothed tooth 24' is incorrect, the control of the ignition timing of the engine 10 becomes inaccurate, and the engine speed (RPM) does not reach the condition of whether the engine starts successfully (more than 600 RPM). Occurs. That is, there is a problem in that the engine 10 fails to start.

On the other hand, even if the polarity of the crank sensor 56 is reversed, the engine rotation speed (RPM) determined by the count between the rising edge and the rising edge or the count between the falling edge and the falling edge will be the same, The engine speed (RPM) can be measured.

9 to 10, a fifth case is a case in which the crank sensor 56 and the cam sensor 58 are interchanged and installed.

The detection signal of the crank sensor 56 is input through the cam sensor 58 of the electronic control device 100, and the detection signal of the cam sensor 58 is input through the crank sensor 56.

According to this, the engine speed (RPM) is not measured, or is abnormally measured outside the normal range.

As described above, the crank sensor 56 may perform a count based on a rising edge. As an example, the engine speed (RPM) operated in the gas heat pump system (not shown) can be set within 100 (RPM) to 3000 (RPM), and at this time, control is performed using a 1 microsecond (μs) timer. You can do it.

One microsec timer may measure the time taken per pulse from the crank sensor 56. In addition, one microsec timer can measure up to 65.5 (ms) based on 16 bits.

However, if the input recognized by the crank sensor 56 is actually input to the electronic control device 100 as a detection signal of the cam sensor 58, the time between the rising edge and the rising edge in the detection signal of the cam sensor 58 is It exceeds the measurement range of one microsecond timer. That is, a timer overflow may occur.

Therefore, it is impossible to measure the engine speed (RPM) or a phenomenon that appears in an abnormal range may occur.

Referring to FIG. 10, the fifth case may include a case in which the polarities of the crank sensor 56 and the cam sensor 58 are also reversed and are connected. Referring to FIG. 10, the electronic control device 100 receives a detection signal from the crank sensor 56 through the cam sensor 58 as in FIG. 9, and the cam sensor 58 through the crank sensor 56. The detection signal is input.

Accordingly, as in the first case, it is impossible to measure the engine speed (RPM) or a phenomenon that appears in an abnormal range may occur. In addition, since the crank sensor 56 and the cam sensor 58 are connected in reverse polarity, the input signal is inverted and input respectively.

That is, the recognition signal waveform (above) recognized by the electronic control device 100 as an input of the cam sensor 58 is a waveform that is inverted from the signal waveform of the normal crank sensor 56, so the missing tooth 24 is based on the previous reference. It appears as a falling edge, not a set rising edge. In addition, the recognition signal waveform (bottom) recognized by the electronic control device 100 as an input of the crank sensor 56 is an inverted waveform from the signal waveform of the normal cam sensor 58, so high and low signals Appears reversed.

<Control method>

Hereinafter, an engine diagnosis and control method according to an embodiment of the present invention will be described in detail with reference to FIGS. 3 and 11 to 12.

The operation of the engine 10 may be started together with an operation start command (S10) of the gas heat pump (GHP) system 10 (S20). The starter motor 40 and the spark plug 26 may be operated by the start command S200 of the engine 10 (S30).

Synchronization of the engine 10 may be performed by the operation of the starter motor 40 and the spark plug 26. That is, while the engine 10 performs a starting process, suction, compression, explosion, and exhaust strokes may be performed.

That is, from the starting point of the engine 10, the cam sensor 58 can detect the top dead center of the piston 14, and the crank sensor 56 can detect the missing tooth as described above. In addition, the engine rotational speed RPM may increase from a point in time when the starter motor 40 starts to be driven.

Then, the electronic control device 100 may start detecting an external interrupt (S40). That is, the electronic control device 100 may start and continuously detect an input (signal) by a peripheral device or a connected configuration.

When the detection of the external interrupt starts, detection signals of the crank sensor 56 and the cam sensor 58 may be input to the electronic control device 100.

The electronic control device 100 may match the input detection signal assuming a state in which the crank sensor 56 and the cam sensor 58 are normally connected. As an example, the electronic control device 100 may recognize a signal input to the crank sensor 56 as a detection signal of the crank sensor 56, and the signal input to the cam sensor 58 to the cam sensor 58 It can be recognized as a detection signal of.

In the electronic control device 100, a pulse signal waveform may be input from the hall sensor type cam sensor 58, and a sine wave type signal waveform may be input from the magnetic sensor type crank sensor 56. . In this case, the central processing unit 102 of the electronic control device 100 can process through analog/digital conversion (A/D conversion).

Here, the detection signals of the crank sensor 56 and the cam sensor 58 input to the electronic control device 100 refer to a plurality of input signals described above.

The electronic control device 100 may recognize each electrically connected sensor. In addition, the central processing unit 102 of the electronic control device 100 may process a signal waveform input from the recognized sensor.

On the other hand, when the crank sensor 56 and the cam sensor 58 are abnormally installed, that is, when they are incorrectly connected, the electronic control device 100 incorrectly determines the current stroke stage of the engine 10, so that the fuel injection and There is a problem that the ignition timing is also inaccurate. Accordingly, the engine 10 has a problem in that the engine rotational speed (RPM) does not reach the target level or the starting operation is not successful during the starting process. In addition, in the prior art, when the above problem occurs, it is determined as an error and the engine operation itself is terminated.

Therefore, through the step (S50) of determining whether starting of the engine 10 is successful, if the starting of the engine 10 is not successful, it is possible to determine whether the crank sensor 56 and the cam sensor 58 are incorrectly connected. I can. This can be determined based on a signal input to the electronic control device 100 when the crank sensor 56 and the cam sensor 58 are normally installed.

The electronic control device 100 determines whether an edge signal is detected by both the crank sensor 56 and the cam sensor 58 (S60), and obtains the edge signal from both the crank sensor 56 and the cam sensor 58. If not, stop the engine.

When the edge signal cannot be obtained from both the crank sensor 56 and the cam sensor 58, the number of rotations of the crankshaft 18 or the crankwheel 20 according to the rotation of the crankwheel 20 cannot be detected. , Since the position of the piston cannot be detected, the ignition timing of the engine 10 cannot be predicted, the engine start is not turned on, and a separate control logic for error resolution cannot be performed, and the engine is stopped.

However, when the electronic control device 100 detects an edge signal from at least one of the crank sensor 56 and the cam sensor 58, whether the signal is not input from one of the cam sensor 58 and the crank sensor 56 Whether a signal is not input from one of the cam sensor 58 and the crank sensor 56 is determined (S70), and the electronic control device 100 determines the error of the first case or the third case. .

Specifically, when the signal from the cam sensor 58 is not input, it is determined as an error in the first case, and when the signal from the crank sensor 56 is not input, it is determined as an error in the third case. That is, when the edge signal cannot be detected from the signal input from the cam sensor 58, the wire is removed by the cam sensor 58, and thus it may be determined as a first case in which no signal is generated. In addition, when the edge signal cannot be detected from the signal input from the crank sensor 56, the wire is removed by the crank sensor 56, and thus it may be determined as a third case in which no signal is generated.

However, when an input signal is generated from both the cam sensor 58 and the crank sensor 56, it may be determined as an error of the second case, the fourth case, or the fifth case. Therefore, when an input signal is generated from both the cam sensor 58 and the crank sensor 56, it is determined whether the signal input to the cam sensor 58 or the crank sensor 56 is input more than the timer (S80).

At this time, when the signal input to the cam sensor 58 or the crank sensor 56 is input more than the timer, it is determined as an error of the fifth case.

That is, when the detection signal of the crank sensor 56 is input through the cam sensor 58 of the electronic control device 100, and the detection signal of the cam sensor 58 is input through the crank sensor 56, the engine The rotational speed (RPM) may not be measured or may be abnormally measured outside the normal range.

However, when the detection signal of the crank sensor 56 is input through the cam sensor 58 of the electronic control device 100, and the cam sensor 58 and the crank sensor 56 have no abnormal input of the timer, the second It can be determined as a case or a fourth case error. In addition, when there is no abnormal input of the timer between the cam sensor 58 and the crank sensor 56, the step of determining whether the signal input through the cam sensor 58 or the crank sensor 56 is an inverted signal is additionally performed. Can include. The step of determining whether the signal input through the cam sensor 58 or the crank sensor 56 is an inverted signal is the case in which the cam sensor 58 and the crank sensor 56 in FIG. 4 are normally connected and the input signal. It can be judged by comparing.

The edge signal can be detected from the signal input from the cam sensor 58, but when the inverted edge signal is input, it can be determined as a second case in which the cam sensor 58 is connected because the polarity is reversed. In addition, although the edge signal may be detected from the signal input from the crank sensor 56, when the inverted edge signal is input, the crank sensor 56 may be determined to be a connected fourth case because the polarity is reversed.

Referring to FIG. 11, when the electronic control device 100 determines an error in the first to fourth cases based on signals input from the crank sensor 56 and the cam sensor 58 (S110, S120, S130, S140), the electronic control device 100 performs steps (S112, S122, S132, S142) of performing a control logic according to an error in each of the first to fourth cases.

When the crank sensor 56 is normally connected, the cam sensor 58 or the crank sensor is removed, or if an error in the unconnected first or third case is determined, the first or third case error control logic is performed. Do (S112, S132).

In the first case and the third case error control logic, the electronic control device 100 may generate a simulated waveform of the cam sensor 58 or the crank sensor 56 that is not input.

That is, when a signal is not input from the cam sensor 58 as in the error of the first case, a simulated waveform of the cam sensor 58 may be generated based on the crank sensor 56. This is generated based on the case where the cam sensor 58 is normally connected as shown in FIG. 4.

Therefore, in the first case error control logic, the electronic control device 100 arbitrarily includes 1 cylinder, 3 cylinders, 4 cylinders, based on the signal input from the crank sensor 56 and the simulated waveform of the cam sensor 58. The ignition sequence is applied based on the two-cylinder stroke, and the engine 10 is sequentially started.

At this time, with a term of a predetermined time, while varying the second top dead center point L2 from the first top dead center point C1, the number standard of each cylinder stroke may be changed to start the engine.

Likewise, when a signal is not input from the crank sensor 56 as in the error of the third case, a simulated waveform of the crank sensor 56 may be generated based on the cam sensor 58. This is generated based on the case where the crank sensor 56 is normally connected as shown in FIG. 4.

In the third case error control logic, the electronic control device 100 constructs an ignition signal based on one cylinder, three cylinders, four cylinders, and two cylinder strokes based on one cycle of the cam sensor 58, and sequentially The engine 10 is started. At this time, it is possible to start by changing the number standard of each cylinder stroke with a term of a certain time.

Thereafter, the engine 10 is started with the first case error control logic (S112) or the third case error control logic (S132) (S114, S134), and when starting, the engine 10 is normally operated ( S115, S135). Thereafter, when the engine stop conditions (S116, S136) are satisfied, the engine is stopped, the register value of the cylinder at the time the engine is started is reflected based on the signal input from the crank sensor 56, and the error occurrence code ( DTC, Diagnostics Trouble Code) is saved (S117, S137).

Even in the first case error control logic (S114) or the third case error control logic (S134), when the engine does not start, it is determined that the cam sensor 58 is fixed (S118, S138), and the engine is stopped, The error occurrence code can be stored (S119, S139).

When the crank sensor 56 is normally connected and the cam sensor 58 determines an error of the connected second case because the polarity is reversed (S120), the second case error control logic is performed (S122).

In the second case error control logic (S122), the electronic control device 100, the signal input from the cam sensor 58 through the inverting unit 60, the signal waveform of the cam sensor 58 inverted signal waveform To be entered.

When the engine 10 is started by the second case error control logic (S122), the engine 10 is normally operated (S125). Thereafter, when the engine stop condition (S126) is satisfied, the engine is stopped, and the signal input from the cam sensor 58 is passed through the inverting unit 60 and the signal waveform of the cam sensor 58 is converted into a signal waveform. The input register value is reflected and an error occurrence code is stored (S127).

Even in the second case error control logic (S122), when the engine does not start, it is determined that the cam sensor 58 is fixed (S128), the engine is stopped, and the error occurrence code may be stored (S129).

When the cam sensor 58 is normally connected and the crank sensor 56 determines an error in the connected fourth case (S140) because the polarity is reversed, the fourth case error control logic is performed (S142).

In the fourth case error control logic (S142), the electronic control device 100 is a signal waveform in which the signal input from the crank sensor 56 passes through the inverting unit 60 and the signal waveform of the crank sensor 56 is inverted. To be entered.

When the engine 10 is started by the fourth case error control logic (S142), the engine 10 is normally operated (S146). Thereafter, when the engine stop condition is satisfied, the engine is stopped, and the signal input from the crank sensor 56 passes through the inverting unit 60 and the signal waveform in which the signal waveform of the crank sensor 56 is inverted is converted to a register value. Reflect and store the error occurrence code (S147).

If the fourth case error control logic (S142) does not start the engine, it is determined that the cam sensor 58 is fixed (S148), the engine is stopped, and the error occurrence code is stored (S149).

Referring to FIG. 12, when the electronic control device 100 determines an error in the fifth case based on signals input from the crank sensor 56 and the cam sensor 58 (S150), the electronic control device 100 , A step (S152) of performing the control logic according to the error of the fifth case is performed.

The control logic (S152) according to the error in the fifth case, in the central processing unit 102, issues a control command to replace the signal waveform input from the crank sensor 56 with the signal waveform input from the cam sensor 58. I can. In addition, the central processing unit 102 may issue a control command to replace a signal waveform input from the cam sensor 58 with a signal waveform input from the crank sensor 56.

That is, the control logic (S152) according to the error in the fifth case is changed from the logic on which the electronic control device 100 assumes a normal connection to a logic that is input after the detection signal of the cam sensor and the detection signal of the crank sensor are interchanged. I can.

When the engine 10 is started by the fifth case error control logic (S152), the engine 10 is normally operated (S155). Thereafter, when the engine stop condition (S156) is satisfied, the engine is stopped, the detection signal of the cam sensor and the detection signal of the crank sensor are interchanged to reflect the input register value, and the error occurrence code is stored (S157). .

If the fifth case error control logic S152 does not start the engine, the process returns to step S600 of FIG. 3, and it may be determined whether there are more errors in the first to fourth cases.

In the above, preferred embodiments of the present invention have been illustrated and described, but the present invention is not limited to the specific embodiments described above, and in the technical field to which the present invention pertains without departing from the gist of the present invention claimed in the claims. Various modifications may be possible by those of ordinary skill in the art, and these modifications should not be individually understood from the technical spirit or prospect of the present invention.

10: engine 12: cylinder
14: piston 16: connecting rod
18: crankshaft 20: crankwheel
26: spark plug 28: intake valve
30: exhaust valve 40: starter motor
42: injector 50: air temperature sensor
52: coolant temperature sensor 54: intake air pressure sensor
56: crank sensor 58: cam sensor
60: inverting unit 100: electronic control device
102: central processing unit 104: self-diagnosis unit
106: memory unit 108: sensor interrupt processing unit
110: communication department

Claims (9)

Issuing a start command to the engine;
Measuring an external interrupt by a cam sensor and a crank sensor;
When an edge signal is generated from at least one of the cam sensor and the crank sensor, determining an error type based on a normal signal from the cam sensor and the crank sensor;
A control logic execution step of performing a control logic according to an error determined in the error type determination step,
The step of determining the type of error includes determining whether a signal of one of the cam sensor and the crank sensor is not input,
The step of performing the control logic comprises generating a simulated waveform in the cam sensor or the crank sensor to which the signal is not input when it is determined that the signal of one of the cam sensor and the crank sensor is not input. Way. The method of claim 1,
In the error type determination step, when the cam signal is not input, the control logic execution step generates a simulated waveform based on a steady state cam signal stored in a memory unit. The method of claim 2,
The control logic execution step is a control method of an engine system in which a plurality of cylinders are sequentially ignited based on a signal input from the crank sensor and a simulated waveform of the cam sensor. The method of claim 1,
In the error type determination step, when the crank signal is not input, the control logic execution step generates a simulated waveform based on a crank signal in a steady state stored in a memory unit. The method of claim 4,
The control logic execution step is a control method of an engine system in which a plurality of cylinders are sequentially ignited based on one cycle of the cam sensor. The method of claim 1,
The step of determining the type of error further comprises determining whether a signal input from the cam sensor and the crank sensor exceeds a timer when an input signal is detected by the cam sensor and the crank sensor,
The step of performing the control logic further comprises changing settings of the cam sensor and the input/output port of the crank sensor when a signal input from the cam sensor and the crank sensor is input more than a timer. The method of claim 1,
The error type determination step is a control method of an engine system performed after the step of starting the engine, when the engine does not start. The method of claim 1,
In the step of determining the type of error, when an input signal is detected by the cam sensor and the crank sensor, determining whether a timer value of the cam sensor and a timer value of the crank sensor are abnormal,
In the step of performing the control logic, when a signal input from the cam sensor and the crank sensor does not have a timer abnormal input, a signal input from the cam sensor or the crank sensor is input as an inverted signal waveform through an inverting unit. How to control the engine system. The method of claim 8,
The error type determination step further comprises determining whether an input signal is an inverted signal from the cam sensor or the crank sensor when there is no timer abnormal input signal from the cam sensor and the crank sensor. How to control the system.

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