CN112154263B - ECU and exhaust brake control device - Google Patents
ECU and exhaust brake control device Download PDFInfo
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- CN112154263B CN112154263B CN201880092783.7A CN201880092783A CN112154263B CN 112154263 B CN112154263 B CN 112154263B CN 201880092783 A CN201880092783 A CN 201880092783A CN 112154263 B CN112154263 B CN 112154263B
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- exhaust damper
- control signal
- exhaust
- relay
- ecu
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
- F02D9/06—Exhaust brakes
Abstract
The invention provides an electronic control device and an exhaust brake control device, which can appropriately and rapidly judge whether a repeater normally operates. In an ECU (30) which transmits a control signal (S1) to an exhaust damper (19) via a relay (40) to control the opening and closing operations of the exhaust damper (19), a CPU (31) of the ECU (30) transmits the control signal (S1) for actuating the exhaust damper to an open position to the exhaust damper (19), then transmits the control signal (S1) for actuating the exhaust damper to a closed position, and determines whether the relay (40) is operating normally based on a first actual opening degree (A1) of the exhaust damper (19) after the control signal (S1) for actuating the exhaust damper to the open position is transmitted and a second actual opening degree (A2) of the exhaust damper (19) after the control signal (S1) for actuating the exhaust damper to the closed position is transmitted.
Description
Technical Field
The present invention relates to an ECU and an exhaust brake control device, and particularly to a device suitable for application to a vehicle equipped with a diesel engine.
Background
Generally, a vehicle equipped with a diesel engine includes an exhaust damper in an exhaust pipe. The exhaust damper is operated to an open position for opening the exhaust pipe or a closed position for closing the exhaust pipe by Control of an Electronic Control Unit (ECU).
When the exhaust damper is actuated to a closed position where the exhaust pipe is closed, the exhaust pressure in the exhaust pipe increases, the rotational resistance of the engine increases, and the engine braking action improves. Braking in which the exhaust damper is closed to enhance the action of the engine brake is generally referred to as exhaust braking.
Patent document 1 discloses a technique related to exhaust braking. Specifically, the following exhaust brake is disclosed: a hole is formed in the butterfly valve (exhaust damper) so that a certain exhaust flow rate is ensured even when the exhaust damper is in the fully closed position. According to the technique described in patent document 1, the cost required for managing the exhaust gas flow rate can be reduced.
Patent document 1: japanese patent laid-open publication No. 2011-69321.
However, if the exhaust damper is accidentally operated to the closed position due to a failure or disconnection of the ECU, the engine brake is excessively applied depending on the road surface state, and a slip occurs. In this case, in order to ensure the safety of the vehicle, the exhaust damper needs to be returned to the open position. However, if any failure occurs in the ECU or the signal line, the exhaust damper may not be reliably operated to the open position.
As a structure for reliably actuating the exhaust damper to the open position, the following structure is considered: a relay is disposed between the ECU and the exhaust damper, and a signal line for operating the relay is newly added. The ECU transmits a control signal to the exhaust damper via the relay, and controls the opening and closing operation of the exhaust damper.
With the above configuration, even when any failure occurs in the ECU or the existing signal line, the relay is operated using the newly added signal line, and the control signal transmitted from the ECU to the exhaust damper can be forcibly cut off. This ensures the safety of the operation of the exhaust damper with a simple structure.
Here, when the relay normally operates, the safety of the operation of the exhaust damper can be ensured by adopting the above configuration, but when any failure such as the relay being stuck occurs, the relay cannot be operated appropriately, and the control signal transmitted from the ECU to the exhaust damper cannot be forcibly cut off.
Therefore, in order to ensure the safety of the operation of the exhaust damper more reliably, it is desirable to appropriately diagnose whether the relay can operate normally. It is also desirable that the diagnosis be performed quickly so as not to cause a delay in the opening and closing operation of the exhaust damper.
Disclosure of Invention
The present invention has been made in view of the above points, and provides an electronic control device and an exhaust brake control device that can appropriately and quickly diagnose whether a relay can normally operate.
In order to solve the problem, in an ECU (30) which transmits a control signal (S1) to an exhaust damper (19) through a relay (40) to control the opening and closing operations of the exhaust damper (19), a CPU (31) of the ECU (30) transmits the control signal (S1) for actuating the exhaust damper to an open position to the exhaust damper (19), then transmits the control signal (S1) for actuating the exhaust damper to a closed position, and determines whether the relay (40) normally operates based on a first actual opening degree (A1) of the exhaust damper (19) after a certain time has elapsed after transmitting the control signal (S1) for actuating the exhaust damper to the open position and a second actual opening degree (A2) of the exhaust damper (19) after a certain time has elapsed after transmitting the control signal (S1) for actuating the exhaust damper to the closed position.
According to the present invention, it is possible to appropriately and quickly diagnose whether or not a relay is operating normally.
Drawings
Fig. 1 is an overall configuration diagram of an intake system and an exhaust system of a vehicle.
Fig. 2 is an internal configuration diagram of the exhaust brake control apparatus.
Fig. 3 is a flowchart of the normal operation confirmation processing.
Fig. 4 is a flowchart of the repeater operation confirmation process.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings. The following description is only one embodiment of the present invention, and the technical scope of the present invention is not limited thereto.
Fig. 1 shows an overall structure of an intake system and an exhaust system of a vehicle 1.
The air intake system is provided with: an intake pipe 11, a compressor 12a, an intercooler 13, and an intake manifold 14. The intake air i passes through the intake pipe 11, is compressed by the compressor 12a, is cooled by the intercooler 13, and is distributed to the cylinders by the intake manifold 14. The intake air i distributed to each cylinder is mixed with the fuel injected from the injector 15 and burned in the combustion chamber of each cylinder.
The exhaust system is provided with: an Exhaust manifold 16, an Exhaust pipe 17, an Exhaust Gas Recirculation (EGR) device 18, a turbine 12b, an Exhaust damper 19, and an Exhaust Gas purification device 20. The exhaust gas e discharged from the combustion chamber of each cylinder is integrated by the exhaust manifold 16, and then branched into the exhaust gas flowing toward the EGR device 18 and the exhaust gas flowing toward the turbine 12b through the exhaust pipe 17.
The exhaust gas e flowing toward the EGR device 18 passes through the EGR pipe 18a, is cooled by the EGR cooler 18b, is adjusted in flow rate by the EGR valve 18c, and is distributed again to the cylinders by the intake manifold 14. The exhaust gas e distributed to each cylinder is reused for combustion.
On the other hand, the exhaust gas e that is not reused for combustion flows toward the turbine 12 b. The exhaust gas e rotationally drives the compressor 12a connected to the turbine 12b via the turbine 12 b. Further, as a result of the intake air i being compressed by the rotational driving of the compressor 12a, combustion in the combustion chamber is promoted. The compressor 12a and the turbine 12b are generally referred to as a turbocharger 12.
The flow rate of the exhaust gas e after passing through the turbine 12b is adjusted by the exhaust damper 19. The operation of the exhaust damper 19 is described in detail later, and is operated to the open position in the normal state and operated to the closed position in the exhaust braking operation. The exhaust gas e whose flow rate has been adjusted by the exhaust damper 19 passes through the exhaust gas purification apparatus 20 and is then discharged to the outside.
The exhaust gas purification device 20 includes a DPF (Diesel Particulate Filter) device 20a and a urea SCR (Selective Catalytic Reduction) device 20b. The DPF device 20a traps and removes particulate matter contained in the exhaust gas e. The urea SCR device 20b reduces nitrogen oxides contained in the exhaust gas e to nitrogen or water vapor harmless to the human body using an aqueous urea solution.
The vehicle 1 is further provided with an exhaust brake control device 100.
The exhaust brake Control device 100 includes an Electronic Control Unit (ECU) 30, a relay 40, an external ECU50, and an exhaust damper 19.
ECU30 receives signals from various sensors (not shown) provided in various parts of vehicle 1, and transmits control signals to various devices (not shown) provided in various parts of vehicle 1, thereby comprehensively controlling the operation of vehicle 1.
Here, the ECU30 transmits the control signal S1 to an actuator (not shown) that operates the exhaust damper 19, particularly, via the relay 40. Thus, the ECU30 can operate the exhaust damper 19, which is normally in the open position, to the closed position during the exhaust brake operation. The closed position includes an intermediate position at which the exhaust pipe 17 is partially closed and a full-closed position at which all of the exhaust pipe 17 is closed.
The ECU30 can also send a control signal S1 to the exhaust damper 19 in the closed position to actively operate to the open position. In this case, the exhaust damper 19 can be operated to the open position earlier in time than when it is naturally operated to the open position by the elastic force.
When the ECU30 receives the slip detection signal S3 from the external ECU50, it starts to diagnose whether the relay 40 is operating normally. At this time, the ECU30 temporarily transmits a temporary normal signal S5 indicating that the relay 40 normally operates to the external ECU50. If the diagnosis time of the ECU50 is delayed due to the slip state becoming longer, the external ECU50 may not receive the diagnosis result within a predetermined time. In this case, the provisional normal signal S5 is transmitted to the external ECU60 by the ECU30 in advance, and therefore, it is possible to prevent the erroneous diagnosis of the operational abnormality of the relay 40 on the external ECU50 side. If the ECU30 ends the diagnosis, the diagnosis result signal S6 is sent to the external ECU50.
The relay 40 is disposed between the ECU30 and the exhaust damper 19, and is communicably connected between the ECU30 and the exhaust damper 19. The relay 40 operates under the control of the external ECU50 as follows: the signal line is turned on at normal times to enable transmission of the control signal S1 from the ECU30, while being cut off at slip times.
The external ECU50 is an ECU housed separately from the ECU30, and specifically is an ABS (Antilock Brake System) device or an ESP (Electronic Stability Control) device. When detecting the slip of the vehicle 1, the external ECU50 generates a slip detection signal S3 and transmits it to the ECU30. Further, the external ECU50 transmits the shutoff signal S4 to the relay 40. This allows the relay 40 to operate to cut off the control signal S1 from the ECU30, thereby operating the exhaust damper 19 to the open position.
In practice, the relay 40 has a configuration in which the control signal S1 is cut off, one end of the coil is connected to the external ECU50, and the other end is grounded. When the external ECU50 detects a slip, the external ECU50 turns on an internal switch (not shown). At this time, the current flows through the coil of the relay 40, and the relay 40 operates to cut the signal line and cut the control signal S1.
The exhaust damper 19 includes an elastic member (not shown) such as a return spring, and maintains the open position by the elastic force of the return spring in a normal state where the control signal S1 is not transmitted. On the other hand, the exhaust damper 19 is moved to the closed position against the elastic force of the return spring during the exhaust brake operation to which the control signal S1 is transmitted.
The exhaust damper 19 is provided with a position sensor (not shown) and transmits a position signal S2 indicating the open position or the closed position to the ECU30. The ECU30 appropriately controls the opening and closing operation of the exhaust damper 19 based on the position signal S2.
Fig. 2 shows an internal configuration of the exhaust brake control device 100.
As described above, the exhaust brake control device 100 includes: ECU30, relay 40, exterior ECU50, and exhaust damper 19. The ECU30 includes: a CPU (Central Processing Unit) 31 and an H-bridge circuit 32.
The CPU31 comprehensively controls the operation of the ECU30. Here, in order to control the operation of the exhaust damper 19, the CPU31 receives the position signal S2 from the exhaust damper 19, and transmits the control request signal S11 to the H-bridge circuit 32 when the open/close position of the exhaust damper 19 is to be controlled based on the position signal S2.
The H-bridge circuit 32 transmits a control signal S1 for controlling the open/close position of the exhaust damper 19 based on a control request signal S11 from the CPU 31. The control signal S1 is transmitted to an actuator (not shown) via the relay 40. The actuator operates the exhaust damper 19 to the closed position when the exhaust damper is in the open position based on the control signal S1. When the exhaust damper 19 is in the closed position, it is operated to the open position.
The external ECU50 is an ECU that detects the slip of the vehicle 1, and is, for example, an ABS or an ESP. When detecting the slip of the vehicle 1, the CPU51 of the external ECU50 transmits a slip detection signal S3 to the CPU31 and transmits a cutoff signal S4 to the relay 40. This allows the relay 40 to operate and interrupt the control signal S1 from the ECU30. When the control signal S1 is turned off, the exhaust damper 19 is operated to the open position by the elastic force of the return spring.
Fig. 3 is a flowchart showing a normal operation confirmation process of the repeater 40. The normal operation confirmation process is suitably performed when the power supply of the ECU30 is in the on state. The CPU31, which is the processing unit of the ECU30, will be described in detail below.
First, the CPU31 determines whether or not the slip detection signal S3 is received (SP 1). If the CPU31 obtains a negative result (SP 1: N) in this determination, the determination of step SP1 is repeated until the slip detection signal S3 is received.
On the other hand, when the CPU31 obtains an affirmative result (SP 1: Y), it determines that the relay 40 is operated by the external ECU50, and performs a relay operation confirmation process (SP 2) in order to confirm whether or not the relay 40 is actually operating normally and to interrupt the control signal S1.
When the relay 40 normally operates, the control signal S1 is cut off, and the exhaust damper 19 is moved to the open position by the elastic force. In contrast, when the relay 40 does not operate normally, the control signal S1 is not interrupted even if the interruption signal S4 is transmitted from the external ECU50 to the relay 40. In this case, the exhaust damper 19 is opened and closed by the control signal S1.
Fig. 4 is a flowchart showing the repeater operation confirmation process. When the CPU31 receives the slip detection signal S3 (fig. 3 sp1) from the external ECU50, it transmits the provisional normal signal S5 to the external ECU50 in response thereto (SP 21).
Next, the CPU31 transmits a control signal S1 to the exhaust damper 19 to determine whether a predetermined time has elapsed (SP 23) when the control signal S1 is activated to the open position (SP 22). The fixed time is, for example, about 80 ms.
The CPU31 waits until a predetermined time elapses (SP 23: N), and after the predetermined time elapses (SP 23: Y), acquires the real opening A1 of the exhaust damper 19 at that time based on the position signal S2 (SP 24).
The actual opening A1 obtained here is, for example, an actual opening A1=100% when the exhaust damper 19 is at the fully open position. Actually, since the relay 40 is operated by the external ECU50 to cut off the signal line (fig. 3, sp1), and the exhaust damper 19 is operated to the open position by the control signal S1 even if it is not cut off (SP 22), the actual opening A1 is in the vicinity of the actual opening A1=100%.
Next, the CPU31 determines whether or not a predetermined time has elapsed since the control signal S1 for operating the exhaust shutter 19 to the closed position was sent to the exhaust shutter 19 (SP 25) (SP 26). The fixed time is, for example, about 80 ms.
The CPU31 waits until a predetermined time elapses (SP 26: N), and after the predetermined time elapses (SP 26: Y), acquires the real opening A2 of the exhaust damper 19 at that time based on the position signal S2 (SP 27).
Here, when the relay 40 is appropriately operated by the external ECU50 to interrupt the control signal S1, the exhaust damper 19 is not operated to the closed position by the control signal S1. Thus, the actual opening A2 obtained in step SP27 is maintained in a state where the actual opening A2= 100%. On the other hand, if a failure such as adhesion occurs in the relay 40 and the relay 40 cannot be operated properly by the external ECU50, the control signal S1 is not interrupted. In this case, the exhaust damper 19 is operated to the closed position by the control signal S1, and the actual opening A2 obtained in step SP27 becomes the actual opening A2= 0%.
The CPU31 compares the actual opening A1 (obtained in step SP 24) after the control signal S1 for actuating the exhaust damper 19 to the open position is transmitted with the actual opening A2 (obtained in step SP 27) after the control signal S1 for actuating the exhaust damper 19 to the closed position is transmitted, and determines whether or not the actual opening A1 is larger than the actual opening A2 (SP 28).
If the CPU31 obtains a negative result in the determination at step SP28 (SP 28: N), the actual opening A1 is not larger than the actual opening A2, and it is determined that the exhaust shutter 19 is not operated to the closed position by the control signal S1. That is, the determination control signal S1 is turned off, and the relay 40 is determined to be normal (SP 29).
On the other hand, if the CPU31 obtains an affirmative result (SP 28: Y) in the determination in step SP28, the actual opening A1 is larger than the actual opening A2, and it is determined that the exhaust shutter 19 is operated to the closed position by the control signal S1. That is, it is determined that the control signal S1 is not turned off, and it is determined that an abnormality such as consolidation occurs in the relay 40 (SP 30).
After determining that the operation of the relay 40 is normal or abnormal, the CPU31 transmits a diagnosis result signal S6 indicating the result thereof to the external ECU50 (SP 31), and ends the present process.
According to the present embodiment described above, upon receiving the slip detection signal S3 from the external ECU50, the ECU30 transmits the control signal S1 for temporarily operating the exhaust damper 19 to the open position via the relay 40, acquires the actual opening A1 at that time, then transmits the control signal S1 for operating the exhaust damper 19 to the closed position, acquires the actual opening A2 at that time, and determines whether or not the operation of the relay 40 is normal based on the actual openings A1 and A2.
Thus, if the operation of the relay device 40 is abnormal, the exhaust damper 19 can be moved to the open position earlier than the time for returning to the open position by the elastic force, and as a result, the abnormality of the relay device 40 can be appropriately and quickly determined based on the actual opening degrees A1 and A2 in the subsequent processing.
Claims (3)
1. An ECU (30) that controls the opening and closing operation of an exhaust damper (19) by transmitting a control signal (S1) to the exhaust damper (19) via a relay (40),
the relay device (40) is configured such that,
when an external ECU (50) detects slippage of a vehicle (1), the control signal (S1) is cut off by a cut-off signal (S4) transmitted from the external ECU (50),
the exhaust baffle plate (19) is configured such that,
when the control signal (S1) is not received, the switch is located at the open position,
the CPU (31) of the ECU (30) is,
when the external ECU (50) detects the slip of the vehicle (1), a slip detection signal (S3) is received from the external ECU (50),
a control signal (S1) for operating the exhaust damper to an open position is transmitted to the exhaust damper (19), and a control signal (S1) for operating the exhaust damper to a closed position is transmitted,
comparing a first actual opening (A1) of the exhaust damper (19) after a lapse of a predetermined time by sending a control signal (S1) for operating the exhaust damper to the open position with a second actual opening (A2) of the exhaust damper (19) after a lapse of a predetermined time by sending a control signal (S1) for operating the exhaust damper to the closed position,
when the first actual opening degree (A1) is larger than the second actual opening degree (A2), it is determined that the relay (40) is abnormally fixed.
2. The ECU (30) according to claim 1,
when receiving a slip detection signal (S3) from the external ECU (50), the CPU (31) transmits a provisional normal signal (S5) to the external ECU (50).
3. An exhaust brake control device (100) is provided with: an exhaust damper (19), a relay (40), an external ECU (50), and an ECU (30), characterized in that,
the ECU (30) is provided with a CPU (31), the CPU (31) transmits a control signal (S1) to the exhaust damper (19) through the relay (40) to control the opening and closing operation of the exhaust damper (19),
the relay device (40) is configured such that,
when the external ECU (50) detects the slippage of the vehicle (1), the control signal (S1) is cut off by a cut-off signal (S4) sent from the external ECU (50),
the exhaust baffle plate (19) is configured such that,
when the control signal (S1) is not received, the switch is located at the open position,
the CPU (31) is provided with a CPU,
when a slip detection signal (S3) is received from the external ECU (50),
a provisional normal signal (S5) is transmitted to the external ECU (50),
a control signal (S1) for operating the exhaust damper to an open position is transmitted to the exhaust damper (19), and a control signal (S1) for operating the exhaust damper to a closed position is transmitted,
comparing a first actual opening (A1) of the exhaust damper (19) after a lapse of a predetermined time by sending a control signal (S1) for operating the exhaust damper to the open position with a second actual opening (A2) of the exhaust damper (19) after a lapse of a predetermined time by sending a control signal (S1) for operating the exhaust damper to the closed position,
when the first actual opening degree (A1) is larger than the second actual opening degree (A2), it is determined that the relay (40) is abnormally fixed.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018035357 | 2018-02-28 | ||
| JP2018-035357 | 2018-02-28 | ||
| PCT/JP2018/046669 WO2019167394A1 (en) | 2018-02-28 | 2018-12-19 | Ecu and exhaust brake control device |
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| Publication Number | Publication Date |
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| CN112154263A CN112154263A (en) | 2020-12-29 |
| CN112154263B true CN112154263B (en) | 2022-12-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201880092783.7A Active CN112154263B (en) | 2018-02-28 | 2018-12-19 | ECU and exhaust brake control device |
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| Country | Link |
|---|---|
| JP (1) | JP6963672B2 (en) |
| CN (1) | CN112154263B (en) |
| WO (1) | WO2019167394A1 (en) |
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| JPH03237228A (en) * | 1990-02-14 | 1991-10-23 | Hitachi Ltd | Fail-safe device for electronic throttle |
| JPH0572634U (en) * | 1992-03-11 | 1993-10-05 | 日産ディーゼル工業株式会社 | ABS device for automobile having exhaust brake mechanism |
| JPH11132060A (en) * | 1997-10-27 | 1999-05-18 | Jidosha Kiki Co Ltd | Exhaust brake device and exhaust brake control |
| CN103670722A (en) * | 2013-11-21 | 2014-03-26 | 潍柴动力股份有限公司 | Method and system for monitoring exhaust brake state of engine |
| CN103742273A (en) * | 2013-12-24 | 2014-04-23 | 潍柴动力股份有限公司 | Testing system for obtaining EVB (Exhaust Valve Brake) system performance and control strategy thereof |
| CN103742272A (en) * | 2013-10-24 | 2014-04-23 | 东风南充汽车有限公司 | Exhaust braking control system of natural gas engine |
| JP2017106387A (en) * | 2015-12-10 | 2017-06-15 | 日立オートモティブシステムズ株式会社 | Electronic control throttle device and throttle control method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2017210936A (en) * | 2016-05-27 | 2017-11-30 | 日立オートモティブシステムズ株式会社 | Fault diagnosis equipment for electromagnetic load driving circuit |
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2018
- 2018-12-19 CN CN201880092783.7A patent/CN112154263B/en active Active
- 2018-12-19 JP JP2020502822A patent/JP6963672B2/en active Active
- 2018-12-19 WO PCT/JP2018/046669 patent/WO2019167394A1/en active Application Filing
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH03237228A (en) * | 1990-02-14 | 1991-10-23 | Hitachi Ltd | Fail-safe device for electronic throttle |
| JPH0572634U (en) * | 1992-03-11 | 1993-10-05 | 日産ディーゼル工業株式会社 | ABS device for automobile having exhaust brake mechanism |
| JPH11132060A (en) * | 1997-10-27 | 1999-05-18 | Jidosha Kiki Co Ltd | Exhaust brake device and exhaust brake control |
| CN103742272A (en) * | 2013-10-24 | 2014-04-23 | 东风南充汽车有限公司 | Exhaust braking control system of natural gas engine |
| CN103670722A (en) * | 2013-11-21 | 2014-03-26 | 潍柴动力股份有限公司 | Method and system for monitoring exhaust brake state of engine |
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| JP2017106387A (en) * | 2015-12-10 | 2017-06-15 | 日立オートモティブシステムズ株式会社 | Electronic control throttle device and throttle control method |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6963672B2 (en) | 2021-11-10 |
| WO2019167394A1 (en) | 2019-09-06 |
| JPWO2019167394A1 (en) | 2021-01-07 |
| CN112154263A (en) | 2020-12-29 |
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