CN114103626A - Active air inlet grille control system of commercial vehicle - Google Patents
Active air inlet grille control system of commercial vehicle Download PDFInfo
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- CN114103626A CN114103626A CN202111553996.5A CN202111553996A CN114103626A CN 114103626 A CN114103626 A CN 114103626A CN 202111553996 A CN202111553996 A CN 202111553996A CN 114103626 A CN114103626 A CN 114103626A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/08—Air inlets for cooling; Shutters or blinds therefor
- B60K11/085—Air inlets for cooling; Shutters or blinds therefor with adjustable shutters or blinds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention provides an active air intake grille control system of a commercial vehicle, which comprises: the control unit adjusts the target opening of the active air inlet grille according to the acquired parameter information and the whole vehicle working condition information, then adjusts the active air inlet grille to the target opening through the drive unit control active air inlet grille opening adjustment execution unit, the fault diagnosis unit is in communication connection with the control unit, judges whether the active air inlet grille has a stalling fault or not through the fault condition parameter acquired by the control unit, judges whether the commercial vehicle has an electrical fault or not through the fault condition parameter acquired by the control unit and the CAN communication unit, and effectively improves the control flexibility and reliability of the active air inlet grille of the commercial vehicle.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to an active air intake grille control system of a commercial vehicle.
Background
With the implementation of domestic oil consumption regulations and emission regulations, automobile manufacturers are in need of direct and severe automobile energy conservation and emission reduction tasks while facing strong competition, which provides great tests for the manufacturing cost and performance of automobiles. There are many factors influencing the fuel economy and emission performance of automobiles, automobile manufacturers strive to develop performance improvement and upgrading projects of the whole automobiles and engines, and develop new energy-saving and emission-reduction technologies, such as hybrid power, in-cylinder direct injection, electronic power steering, low rolling resistance tires, electronic start-stop systems, active air intake grilles and other technologies. The Active Grille (AGS) is a new technology with simple structure, relatively low cost and obvious oil saving effect in the energy saving and emission reduction technologies, is also an emerging oil saving technology in the technical field of automobile engineering in recent years, is already applied to the markets in europe and north america, but is still in a blank stage in the domestic market application of commercial vehicles.
In the prior art, the control and adjustment of the active air inlet grille generally adjusts different opening degrees according to the running time of an automobile, and cannot be flexibly adjusted according to the actual running condition of a commercial vehicle, and if the air inlet of the air inlet grille is too small, the heat dissipation requirement of the vehicle cannot be met, so that the service life of an engine is influenced; if the air inlet of the air inlet grille is too large, excessive heat energy loss of an engine can be caused, fuel economy is affected, effective control of the active air inlet grille in the commercial vehicle is not facilitated, and flexibility of control of the active air inlet grille is reduced.
In addition, in the prior art, in the control process of the active air intake grille, the fault diagnosis of the motor stalling fault and the overall situation of the commercial vehicle is lacked, which is not beneficial to improving the reliability of the control of the active air intake grille in the commercial vehicle.
Disclosure of Invention
The invention provides an active air intake grille control system of a commercial vehicle in order to solve the problems in the prior art, effectively solves the problems that the active air intake grille of the commercial vehicle cannot be adjusted and is poor in flexibility in the prior art, and effectively improves the control flexibility and reliability of the active air intake grille of the commercial vehicle.
The invention provides a control system for an active air intake grille of a commercial vehicle, which comprises the following components: a control unit, a parameter acquisition unit, a CAN communication unit, a driving unit, an active air intake grille opening degree adjusting execution unit and a fault diagnosis unit, the control unit is respectively in communication connection with the parameter acquisition unit, the CAN communication unit and the drive unit, is used for acquiring the parameter information acquired by the parameter acquisition unit and the whole vehicle working condition information of the CAN communication unit, adjusting the target opening degree of the active air inlet grille according to the acquired parameter information and the whole vehicle working condition information, then the active air inlet grille is adjusted to the target opening degree by controlling an active air inlet grille opening degree adjusting execution unit through a driving unit, the fault diagnosis unit is in communication connection with the control unit, the control unit acquires the fault condition parameters of the driving unit to judge whether the locked rotor fault occurs in the active air inlet grille, and the control unit acquires the fault condition parameters of the parameter acquisition unit and the CAN communication unit to judge whether the commercial vehicle has an electrical fault.
Optionally, the step of adjusting the target opening of the active intake grille by the control unit according to the acquired parameter information and the vehicle working condition information is specifically as follows:
the control unit reads the whole vehicle working condition information through the CAN communication unit, the whole vehicle working condition information at least comprises: engine cooling water temperature, intake air temperature, vehicle speed, engine load, and fan speed;
when the cooling water temperature of the engine is lower than the preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than a preset target water temperature, determining a first basic value of a target opening degree corresponding to the current engine cooling water temperature according to a pre-established corresponding relation between the engine cooling water temperature and the target opening degree of the active air intake grille, determining a second basic value of the target opening degree according to a pre-established corresponding relation between the air intake temperature and the target opening degree of the active air intake grille, and taking the maximum value of the first basic value of the target opening degree and the second basic value of the target opening degree as the basic value of the target opening degree;
determining a first opening correction coefficient corresponding to the current engine speed and the engine load according to a pre-established corresponding relation between the engine speed and the engine load and a target opening of the active air inlet grille; according to a pre-established corresponding relation between the vehicle speed, the fan rotating speed and the target opening degree of the active air inlet grille, determining a second opening degree correction coefficient corresponding to the current vehicle speed and the fan rotating speed, correcting the basic value of the target opening degree according to the first opening degree correction coefficient and the second opening degree correction coefficient to obtain a first correction value of the target opening degree, and outputting the first correction value of the target opening degree as a final target opening degree.
Further, when the control unit monitors that the whole vehicle is in a first operation working condition, a second correction value of the target opening of the active air inlet grille is set, and the maximum value of the first correction value and the second correction value of the target opening is output to serve as a final target opening, wherein the second correction value of the target opening of the active air inlet grille corresponding to the first operation working condition is 100%, the first operation working condition comprises an air conditioner working state and a retarder working state which are obtained through the CAN communication unit, a parking stall state and a manual switch control state which are obtained through the parameter acquisition unit, and a fault state which is obtained through the fault diagnosis unit.
Optionally, the control unit comprises 6 state machines: the control unit switches among corresponding state machines according to the working condition of the whole vehicle to realize multi-opening control of the active air inlet grille; the initialization state is a state which is executed for the first time after the control unit is powered on and reset; after the start-stop control state is an initialization state, carrying out fault self-checking; the torque increasing driving state is a state which is entered if the initialization of the active air inlet grille is not successful or the locked rotor phenomenon is generated in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when the fault information is not detected after the start-stop control state is finished; the manual control state is a state executed when the active air intake grille is cleaned or the heat dissipation part is visually checked; the failure mode state is a state that is entered when an electrical failure or a locked-rotor failure is detected.
Optionally, the fault diagnosis unit obtains the fault condition parameter of the driving unit through the control unit to determine whether the stalling fault occurs in the active grille specifically:
the fault diagnosis unit acquires the back electromotive force voltage of the active air inlet grille opening degree adjustment execution unit corresponding to the driving unit through the control unit, compares the back electromotive force voltage with a preset voltage threshold value, judges that the active air inlet grille has a locked rotor fault if the acquired back electromotive force voltage is smaller than the preset voltage threshold value, and judges that the active air inlet grille does not have the locked rotor fault if the acquired back electromotive force voltage is not smaller than the preset voltage threshold value.
Furthermore, the control unit is in communication connection with the driving unit, and when the coil current of the active intake grille opening adjusting execution unit crosses zero, the control unit samples and acquires the back electromotive force of the active intake grille opening adjusting execution unit.
Furthermore, one path of the IO end of the control unit is connected with the output end of the comparator, one path is connected with a power supply through a pull-up resistor R4, and the other path is grounded through a resistor R3 and a resistor R2 respectively; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, one path of the positive input end of the comparator is connected with a resistor R3, and the other path of the positive input end of the comparator is grounded through a resistor R2; the negative input end of the comparator is connected with the sampling output end of the driving unit.
Optionally, inside the driving unit, the sampling output end of the driving unit is connected with the output end of the buffer, and the input end of the buffer is connected with the coil voltage sampling input end of the driving unit sequentially through the first switch K1 and the second switch K2; the control end of the first switch K1 is connected with the output end of the AND logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND logic circuit, and a target opening control signal of the driving unit is input to the second input end of the AND logic circuit; the control end of the second switch K2 is connected with the output end of the or gate logic circuit, the sampling voltage transient mode signal of the driving unit is input to the first input end of the or gate logic circuit, and the coil zero current signal of the driving unit is input to the second input end of the or gate logic circuit.
Optionally, the step of the fault diagnosis unit obtaining the fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit to judge whether the commercial vehicle has an electrical fault specifically is that:
the fault diagnosis unit acquires the acquired fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, compares the acquired fault condition parameters with the preset fault condition parameters, and judges whether the commercial vehicle has an electrical fault according to the comparison result of the acquired fault condition parameters and the preset fault condition parameters.
Optionally, the automatic control system further comprises a power supply unit, wherein the power supply unit is used for respectively providing power for the control unit, the parameter acquisition unit, the CAN communication unit, the driving unit, the active air intake grille opening adjustment execution unit and the fault diagnosis unit.
The technical scheme adopted by the invention comprises the following technical effects:
1. according to the technical scheme, the target opening of the active air inlet grille is adjusted according to the acquired parameter information and the whole vehicle working condition information, then the active air inlet grille is adjusted to the target opening by the driving unit controlling the active air inlet grille opening adjusting execution unit, the fault diagnosis unit judges whether the active air inlet grille has a locked-rotor fault or not by acquiring the fault condition parameters of the driving unit through the control unit, and judges whether the commercial vehicle has an electrical fault or not by acquiring the fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, so that the problems that the active air inlet grille of the commercial vehicle cannot be adjusted and is poor in flexibility in control in the prior art are effectively solved, and the control flexibility and reliability of the active air inlet grille of the commercial vehicle are effectively improved.
2. According to the technical scheme, the first correction value of the target opening is output according to the whole vehicle working condition information and serves as the final target opening, when the whole vehicle is monitored to be in the first operation working condition, the second correction value of the target opening of the active air inlet grille is set, the first correction value of the target opening and the maximum value of the second correction value are output and serve as the final target opening, the real-time requirements of a cooling system of the vehicle on the intake air under different operation working conditions are met, and the purposes of saving oil and reducing emission are achieved.
3. In the technical scheme of the invention, the control unit comprises 6 state machines: the control unit switches among corresponding state machines according to the working condition of the whole vehicle, so that multi-opening control of the active air inlet grille is realized.
4. According to the technical scheme, the fault diagnosis unit acquires the reverse electromotive force voltage of the opening degree adjustment execution unit of the active air inlet grille corresponding to the driving unit through the control unit, compares the reverse electromotive force voltage with the preset voltage threshold value, and judges that the active air inlet grille has a locked-rotor fault if the acquired reverse electromotive force voltage is smaller than the preset voltage threshold value, so that the problem that the locked-rotor detection can be carried out only by externally connecting an encoder or a photoelectric switch detection device when the active air inlet grille moves is solved.
5. In the technical scheme of the invention, in the sampling process of the back electromotive force, the sampling output end of the driving unit is connected with the output end of the buffer, and the input end of the buffer is connected with the coil voltage sampling input end of the driving unit sequentially through the first switch K1 and the second switch K2; the control end of the first switch K1 is connected with the output end of the AND gate logic circuit, the control end of the second switch K2 is connected with the output end of the OR gate logic circuit, and the sampled coil back electromotive force voltage is output to the control unit only under the condition that the sampling is met, so that the sampling precision is higher, the reliability is higher, and valuable signals are not easy to lose.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
Drawings
In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present invention, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained based on these drawings without any creative effort.
FIG. 1 is a schematic diagram of a system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram (one) illustrating the determination of the target opening in the first embodiment of the present invention;
FIG. 3 is a schematic diagram (II) illustrating the determination of the target opening in the first embodiment of the present invention;
FIG. 4 is a schematic diagram (III) illustrating the determination of the target opening in the first embodiment of the present invention;
fig. 5 is a schematic diagram illustrating a control unit performing back electromotive force sampling in a motor transient mode according to a first embodiment of the present invention;
fig. 6 is a schematic circuit diagram illustrating a sampling circuit of the control unit and the driving unit in a system according to an embodiment of the invention;
fig. 7 is a schematic diagram of a circuit structure of a system for performing sampling (back electromotive force) inside a driving unit according to an embodiment of the present invention;
FIG. 8 is a schematic flow chart of active grille (motor) stall monitoring in a system according to an embodiment of the present invention;
fig. 9 is a schematic diagram illustrating sampling of back electromotive forces of different signals inside a driving unit in a system according to an embodiment of the invention.
Detailed Description
In order to clearly explain the technical features of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings. The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. It should be noted that the components illustrated in the figures are not necessarily drawn to scale. Descriptions of well-known components and processing techniques and procedures are omitted so as to not unnecessarily limit the invention.
Example one
As shown in fig. 1, the present invention provides an active grille shutter control system for a commercial vehicle, comprising: the control unit 1, the parameter acquisition unit 2, the CAN communication unit 3, the drive unit 4, the active air intake grille opening adjustment execution unit 5 and the fault diagnosis unit 6, wherein the control unit 1 is respectively in communication connection with the parameter acquisition unit 2, the CAN communication unit 3 and the drive unit 4 and is used for acquiring parameter information acquired by the parameter acquisition unit 2 and whole vehicle working condition information of the CAN communication unit 3, adjusting the target opening of the active air intake grille according to the acquired parameter information and the whole vehicle working condition information, then controlling the active air intake grille opening adjustment execution unit 5 to adjust the active air intake grille to the target opening through the drive unit 4, the fault diagnosis unit 6 is in communication connection with the control unit 1, acquiring fault condition parameters of the drive unit 4 through the control unit 1 and judging whether the electric blockage fault occurs in the active air intake grille, and acquiring fault condition parameters of the parameter acquisition unit 2 and the CAN communication unit 3 through the control unit 1 and judging whether the electric power occurs in the commercial vehicle Gas failure.
As shown in fig. 2 to 4, the specific steps of adjusting the target opening of the active grille shutter by the control unit 1 according to the acquired parameter information and the vehicle operating condition information are as follows:
the control unit 1 reads the whole vehicle working condition information through the CAN communication unit 3, the whole vehicle working condition information at least comprises: the system comprises an engine cooling water temperature, an air inlet temperature, air conditioner pressure, a vehicle speed, an engine rotating speed, an engine load, a fan rotating speed, an exhaust braking state and a retarder working state;
when the cooling water temperature of the engine is lower than the preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than a preset target water temperature, determining a first basic value of a target opening degree corresponding to the current engine cooling water temperature according to a pre-established corresponding relation between the engine cooling water temperature and the target opening degree of the active air intake grille, determining a second basic value of the target opening degree according to a pre-established corresponding relation between the air intake temperature and the target opening degree of the active air intake grille, and taking the maximum value of the first basic value of the target opening degree and the second basic value of the target opening degree as the basic value of the target opening degree;
determining a first opening correction coefficient corresponding to the current engine speed and the engine load according to a pre-established corresponding relation between the engine speed and the engine load and a target opening of the active air inlet grille; according to a pre-established corresponding relation between the vehicle speed, the fan rotating speed and the target opening degree of the active air inlet grille, determining a second opening degree correction coefficient corresponding to the current vehicle speed and the fan rotating speed, correcting the basic value of the target opening degree according to the first opening degree correction coefficient and the second opening degree correction coefficient to obtain a first correction value of the target opening degree, and outputting the first correction value of the target opening degree as a final target opening degree.
The corresponding relation between the engine cooling water temperature and the target opening degree of the active air inlet grille, the corresponding relation between the air inlet temperature and the target opening degree of the active air inlet grille, the corresponding relation between the engine speed, the engine load and the target opening degree of the active air inlet grille, and the corresponding relation between the vehicle speed, the fan speed and the target opening degree of the active air inlet grille can be pre-established as a corresponding database or a data table, the corresponding relation is pre-stored in the database or the data table, and each corresponding relation is that only the change of corresponding parameters is considered, for example, in the corresponding relation between the engine cooling water temperature and the target opening degree of the active air inlet grille, only the influence of the engine cooling water temperature on the target opening degree of the active air inlet grille is considered, and the influence of other factors is not considered; when the engine cooling water temperature is T1, the target opening corresponding to the active air inlet grille is A1%; when the cooling water temperature of the engine is T2, the target opening degree corresponding to the active air inlet grille is A2% … …, and the specific corresponding relation can be flexibly adjusted according to the actual situation; in the corresponding relation between the engine speed and the engine load and the target opening degree of the active air inlet grille, only the influence of the engine speed and the engine load on the target opening degree of the active air inlet grille is considered, and the influence of other factors is not considered; when the engine speed is V1 and the engine load is L1, the target opening corresponding to the active air inlet grille is B1%; when the engine speed is V2 and the engine load is L2, the target opening degree corresponding to the active air inlet grille is B2% … …, and the specific corresponding relation can be flexibly adjusted according to the actual situation; by pre-establishing a corresponding relation between the influence parameter and the target opening of the active air intake grille, after the current influence parameter is obtained, determining an Nth (positive integer) basic value or an Nth opening correction coefficient of the target opening of the active air intake grille under the current influence parameter according to the pre-established corresponding relation, determining a final basic value of the target opening according to the Nth (positive integer) basic value of the target opening, and determining a final first correction value according to the Nth opening correction coefficient of the target opening.
Further, the specific implementation manner of correcting the basic value of the target opening degree according to the first opening degree correction coefficient and the second opening degree correction coefficient to obtain the first correction value of the target opening degree may be:
the first correction value of the target opening degree is 100% - (100% -a basic value of the target opening degree) and the first opening degree correction coefficient is the second opening degree correction coefficient.
Further, when the control unit monitors that the whole vehicle is in a first operation working condition, a second correction value of the target opening of the active air inlet grille is set, and the maximum value of the first correction value and the second correction value of the target opening is output as a final target opening, wherein the second correction value of the target opening of the active air inlet grille corresponding to the first operation working condition is 100%, and the first operation working condition comprises an air conditioner working state and a retarder working state which are obtained through a CAN communication unit, a parking stall state and a manual switch control state which are obtained through a parameter acquisition unit, and a fault state which is obtained through a fault diagnosis unit. When the whole vehicle is in a special operation working condition such as a retarder opening (working) state, an air conditioner request (air conditioner working) state, a fault state and the like, more air inlet airflow is needed, the active air inlet grille needs to be kept in a full opening state, and more cooling air is provided for the whole vehicle; when the whole vehicle is in a parking flameout state, the opening degree of the active air inlet grille is required to be kept fully opened in a safety period; when a fault occurs, the opening degree of the active air inlet grille needs to be kept fully opened.
The control unit 1 transmits a target opening degree to the driving unit 4 by a PWM signal or a LIN (Local Interconnect Network) control command; the driving unit 4 controls the active air inlet grille opening degree adjusting execution unit 5 to drive the active air inlet grille opening degree change to reach the opening degree required by the target according to the received PWM signal or LIN control command. The control unit 1 can be a single chip microcomputer, the specific model can be composed of a Freescale 16-bit single chip microcomputer MC9S12XEP100, a clock circuit, a reset circuit and a debugging and writing-over circuit, and normal operation of a single chip microcomputer system is guaranteed; the CAN communication unit 3 CAN adopt a two-way CAN driving chip TJA1059 for communication and diagnosis respectively; the Control Unit 1 performs information interaction with other ECU (Electronic Control Unit) of the entire vehicle through the CAN communication Unit 3 to acquire vehicle information such as a vehicle speed, an engine cooling water temperature, an engine intake air temperature, and the like required for Control. The driving unit 4 can be a stepping motor driving module 41 or an LIN communication module 42, when the motor type is an LIN motor, the driving unit 4 is the LIN communication module 42, the LIN communication module adopts an LIN driving chip TJA1021 to acquire LIN motor information and feed back the LIN motor information to the control unit 1, and meanwhile, the control unit 1 sends a control command to the LIN motor through the LIN communication module 42; when the motor type is a stepping motor, the driving unit 4 is a stepping motor driving module 41, and the stepping motor driving module 41 drives the integrated chip TB9120 by using a micro stepping motor with locked rotor function detection, so as to realize accurate driving control of the stepping motor.
Further, the control unit contains 6 state machines: the control unit switches among corresponding state machines according to the working condition of the whole vehicle to realize multi-opening control of the active air inlet grille; the initialization state is a state which is executed for the first time after the control unit is powered on and reset; after the start-stop control state is an initialization state, carrying out fault self-checking; the torque increasing driving state is a state which is entered if the initialization of the active air inlet grille is not successful or the locked rotor phenomenon is generated in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when the fault information is not detected after the start-stop control state is finished; the manual control state is a state executed when the active air intake grille is cleaned or the heat dissipation part is visually checked; the failure mode state is a state that is entered when an electrical failure or a locked-rotor failure is detected.
Specifically, the execution process of the 6 states is as follows:
1) an initialization state: when the control unit 1 is powered on and reset, the state is executed for the first time;
2) start-stop control state: after the power is on, the active air inlet grille firstly carries out self-checking, and the normal operation of the active air inlet grille is guaranteed. The self-checking process is from full closing to full opening, and then the opening degree of the active air inlet grille reaches a certain target opening degree according to the current water temperature and the air inlet temperature.
3) Torque-increasing driving state: and after the start-stop control state is finished, if the grid initialization is not successful or the phenomenon of rotation blockage is generated in the normal mode state, the active air inlet grid enters a torque increasing driving state.
4) And (3) normal working state: and after the start-stop control state is finished, if no fault information is detected, entering a normal working mode.
5) And (3) manual control state: this state facilitates cleaning of the intake grill or visual inspection of the heat radiating member. If the manual control switch request signal is active, then this state will be executed.
6) Failure mode status: and when the system fault is detected, the system enters a fault mode state, a fault code is reported, and a fault indication is lightened to remind a driver. The faults are two types, electrical faults and mechanical faults. Overvoltage/undervoltage faults, overtemperature faults, overcurrent faults, open/short circuit faults, communication faults and the like belong to electrical faults, and fault indicator lamps flicker when faults occur; the active air inlet grille blocking and rotating belongs to mechanical faults, and fault indicator lamps are always on when the faults occur.
When the control unit 1 is powered on and reset, the initialization state is executed, all input variable parameters are read in and fault state detection is carried out, the condition is met, the control unit enters a start-stop control state for self-detection, and if the target opening position of the active air inlet grille cannot be identified after the self-detection process is finished, the control unit enters a torque increasing driving state to overcome possible external resistance. And after the self-inspection is normally finished, the system enters a normal mode state, the bottom layer receives the required opening degree of the AGS from the application layer, and then the required opening degree is sent to an active air inlet grille opening degree adjusting execution unit 5(LIN motor or stepping motor) to reach the required target opening degree, if a fault signal is detected in any state, the system enters a fault mode state, and in the state, the grille opening degree is set to be fully opened. And if the manual control switch request signal effectively enters a manual control state, the grid is switched on from a target state to a full state, then is switched off, and finally is restored to an initialization state mode.
In the technical scheme of the invention, the fault diagnosis unit 6, which obtains the fault condition parameters of the driving unit 4 through the control unit 1, judges whether the locked-rotor fault occurs in the active air intake grille specifically comprises the following steps:
the fault diagnosis unit 6 obtains the back electromotive force voltage of the active air intake grille opening degree adjustment execution unit 5 corresponding to the driving unit 4 through the control unit 1, compares the back electromotive force voltage with a preset voltage threshold, judges that the active air intake grille has a locked rotor fault if the obtained back electromotive force voltage is smaller than the preset voltage threshold, and judges that the active air intake grille does not have the locked rotor fault if the obtained back electromotive force voltage is not smaller than the preset voltage threshold.
Further, the control unit 1 is in communication connection with the driving unit 4, and samples and acquires the back electromotive force of the active grille opening degree adjustment execution unit 5 when the coil current of the active grille opening degree adjustment execution unit 5 crosses zero.
As shown in fig. 5, the control unit realizes the precise control of the stepping motor (or LIN motor) by a back electromotive force method, and samples and judges the motor stalling (i.e. active air intake grille stalling) or stall information by the back electromotive force BEMF voltage during the motor coil current zero-crossing period, the stalling detection threshold can be reasonably adjusted according to different conditions such as motor speed, load characteristics and the like, and the problem that the active air intake grille can only be detected by an external encoder or a photoelectric switch detection device when moving is solved. The stepping motor (or LIN motor) coil current waveform profile is a sine wave with 4 zero current positions per winding in each electrical cycle. The back electromotive force BEMF voltage is sampled during each coil current zero crossing, thus there are 4 zero crossing observation points per electrical cycle, and the back electromotive force BEMF voltage can be measured 4 times. If the microstep position is located at the coil current zero crossing point, the control unit 1 samples the back electromotive force BEMF voltage. Collecting back electromotive force from a motor coil, reducing the back electromotive force by a certain multiple through resistance partial pressure, then comparing the back electromotive force with a preset voltage threshold, counting once if the back electromotive force is smaller than the preset voltage threshold, and outputting a locked rotor alarm state signal after the counting times exceed the set times in order to increase locked rotor monitoring reliability and avoid false alarm; in order to increase monitoring timeliness, a locked-rotor alarm state signal can be directly output after monitoring and counting once. The preset voltage threshold configuration steps are as follows: and determining the locked-rotor speed of the motor.
The back electromotive voltage of the motor is fed back through the voltage of a sampling special pin (sampling output end, namely an SLA pin) of the driving unit 4, and the motor stalling and stalling real-time detection is realized according to the back electromotive voltage. The motor coil current waveform profile is a sine wave with 2 zero current positions per winding in each electrical cycle. The back emf voltage is sampled during each coil current zero crossing, thus there are 4 observable zero crossing current intervals per electrical cycle, and 4 back emf voltages can be measured. If the microstep position is located at the coil current zero crossing point, the driving unit 4 samples the back electromotive force voltage, wherein the microstep position is obtained by interactively reading a corresponding register through SPI interface communication and the control unit 1; if the current micro-step position is at the coil current zero crossing point, the voltage sampled by the special sampling pin is the real back electromotive voltage of the motor. Since the coil current cannot change suddenly at this moment, the process is gradually attenuated, the coil voltage is clamped to the power supply voltage VBB, once the coil current is attenuated to zero, the coil voltage is attenuated to a stable value VBEMF in a transient mode, and the coil voltage acquired at this moment is the back EMF voltage of the motor. If the coil current zero crossing point is not at the micro-step position, the voltage value sampled on the special sampling pin is incorrect and is discarded.
Specifically, as shown in fig. 6, one of the IO terminals of the control unit 1 is connected to the output terminal of the comparator, one of the IO terminals is connected to a power supply (which may be a power supply module 7) through a pull-up resistor R4, and the other IO terminal is grounded through a resistor R3 and a resistor R2 respectively; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, one path of the positive input end of the comparator is connected with a resistor R3, and the other path of the positive input end of the comparator is grounded through a resistor R2; the negative input end of the comparator is connected with the sampling output end of the driving unit 4.
The comparator can adopt an integrated chip LM293, the threshold voltage of the comparator is set through resistors R1, R2 and R3, the control unit 1 judges whether the voltage of the sampling special pin is lower than the set threshold value or not through monitoring the IO pin, and the special pin can be connected with an RC low-pass filter to avoid state switching caused by noise.
Further, as shown in fig. 7, inside the driving unit 4, the sampling output terminal of the driving unit 4 is connected to the output terminal of the buffer, and the input terminal of the buffer is connected to the coil voltage sampling input terminal of the driving unit 4 sequentially through the first switch K1 and the second switch K2; the control end of the first switch K1 is connected with the output end of the AND logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND logic circuit, and a target opening control signal of the driving unit is input to the second input end of the AND logic circuit; the control terminal of the second switch K2 is connected to the output terminal of the or gate logic circuit, the sampling voltage transient mode signal of the driving unit 4 is input to the first input terminal of the or gate logic circuit, and the coil zero current signal of the driving unit 4 is input to the second input terminal of the or gate logic circuit.
The SLAT is a sampling voltage transient mode signal of the driving unit 4, the SLAT signal is 1 (high level), the working state of the motor is represented as a transient mode, and the sampling dedicated pin is in an effective sampling time range. To adapt the sampled output level to within the 0-5V voltage range, the sampled coil voltage may be passed through an SPI bit selection coefficient (to divide the coil voltage Vcoil value by 2 or by 4 for final sampled voltage values within the 0-5V range, factors 2 and 4 may be selected as needed, e.g., div2 or div 4). The sampled back emf voltage is compared to a preset voltage threshold that must be set such that the back emf voltage at which the motor is free running is above the threshold. As shown in fig. 8, the determination process:
1) initializing, setting coil current parameters and relevant parameters of a motor stepping mode;
2) enabling a motor transient mode;
3) sending starting NXT pulse (pulse signal is generally used for controlling motor, and the motor can be rotated by 1 unit angle after receiving 1 or several pulse signals);
4) starting a timer, reading a micro-step position, reading the voltage of a special pin at the micro-step position if the coil zero crossing point, and comparing the voltage with a preset voltage threshold value;
5) and (6) judging faults.
Preferably, a filter capacitor C1 and a filter capacitor C2 are further included, so that the sampled signal value is stable and free of glitches. One end of the filter capacitor C1 is connected in series between the first switch K1 and the coil voltage sampling input end of the driving unit 4, and the other end is grounded; one end of the filter capacitor C2 is connected in series between the second switch K2 and the input end of the buffer, and the other end is grounded.
As shown in fig. 9, the coil voltage Vcoil exhibits a transient characteristic due to the relatively large recirculation current during the decay of the coil current, and a transient mode is not always required in the application, and the operating mode can be selected by the SLAT signal. When SLAT is set to be at a high level, the voltage of an SLA-pin (sampling output end) presents a voltage transient characteristic, the voltage of the SLA-pin can update a value in real time according to PWMsh pulses, at the moment, a first switch K1 and a second switch K2 are in a closed state, and finally, the voltage at the position where the back electromotive voltage value with the coil current as a zero point is 1 (the position marked with 1 in figure 9) is acquired; when the SLAT is set to the low level, the mode is a non-transient mode, the voltage value of each coil when the current of each coil passes through is considered to be relatively stable on the SLA-pin, at this time, the first switch K1 is closed, the second switch K2 is opened, therefore, the value is not updated, the value at the previous sampling moment is taken, and finally, the voltage at the position indicated by 2 (the position marked by 2 in fig. 9) is taken as the back electromotive voltage value with the coil current as the zero point.
The fault diagnosis unit 6 obtains the fault condition parameters of the parameter acquisition unit 2 and the CAN communication unit 3 through the control unit 1 to judge whether the commercial vehicle has an electrical fault specifically:
the fault diagnosis unit 6 acquires the acquired fault condition parameters of the parameter acquisition unit 2 and the CAN communication unit 3 through the control unit 1, compares the acquired fault condition parameters with preset fault condition parameters, and judges whether the commercial vehicle has an electrical fault according to the comparison result of the acquired fault condition parameters and the preset fault condition parameters.
Further, the electrical fault may include an overvoltage/undervoltage fault, an overtemperature fault, an overcurrent fault, an open circuit/short circuit fault, and a communication fault, the overvoltage/undervoltage fault may be compared with an overvoltage threshold or an undervoltage threshold preset according to an acquired voltage value, the overtemperature fault may be compared with a temperature threshold preset according to an acquired temperature value, the overcurrent fault may be compared with a current threshold preset according to an acquired current value, and the open circuit/short circuit fault may be compared with an open circuit threshold or a short circuit threshold preset according to an acquired voltage or current value, for example, the open circuit threshold may include a current threshold and a voltage threshold, that is, the current is 0, and the voltage is the supply voltage; the short circuit threshold may include a current threshold and a voltage threshold, i.e. the voltage is 0 and the current is the power voltage/the resistance of the circuit itself.
Further, the active grille shutter control system for the commercial vehicle provided by the technical scheme of the invention further comprises a power supply unit 7, wherein the power supply unit 7 respectively provides power for the control unit 1, the parameter acquisition unit 2, the CAN communication unit 3, the driving unit 4, the active grille shutter opening degree adjustment execution unit 5 and the fault diagnosis unit 6. The power supply unit 7 mainly comprises a power conversion chip LM22676 for converting the 24V power supply into the required 5V power supply.
Further, the parameter collecting unit 2 may include a plurality of switch state collecting modules, such as a manual control switch state collecting module, a key switch (parking stall) state collecting module. Between the parameter acquisition unit 2 and the control unit 1, a signal processing unit 8 may be further disposed, and configured to perform optimization processing on the signal acquired by the parameter acquisition unit 2, specifically, the signal processing unit may employ a signal conditioning chip (for example, ZSSC4132, or other types of signal conditioning chips), and after performing filtering conditioning on the input signal, send the signal to the control unit 1.
According to the technical scheme, the target opening of the active air inlet grille is adjusted according to the acquired parameter information and the whole vehicle working condition information, then the active air inlet grille is adjusted to the target opening by the driving unit controlling the active air inlet grille opening adjusting execution unit, the fault diagnosis unit judges whether the active air inlet grille has a locked-rotor fault or not by acquiring the fault condition parameters of the driving unit through the control unit, and judges whether the commercial vehicle has an electrical fault or not by acquiring the fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, so that the problems that the active air inlet grille of the commercial vehicle cannot be adjusted and is poor in flexibility in control in the prior art are effectively solved, and the control flexibility and reliability of the active air inlet grille of the commercial vehicle are effectively improved.
According to the technical scheme, the first correction value of the target opening is output according to the whole vehicle working condition information and serves as the final target opening, when the whole vehicle is monitored to be in the first operation working condition, the second correction value of the target opening of the active air inlet grille is set, the first correction value of the target opening and the maximum value of the second correction value are output and serve as the final target opening, the real-time requirements of a cooling system of the vehicle on the intake air under different operation working conditions are met, and the purposes of saving oil and reducing emission are achieved.
In the technical scheme of the invention, the control unit comprises 6 state machines: the control unit switches among corresponding state machines according to the working condition of the whole vehicle, so that multi-opening control of the active air inlet grille is realized.
According to the technical scheme, the fault diagnosis unit acquires the reverse electromotive force voltage of the opening degree adjustment execution unit of the active air inlet grille corresponding to the driving unit through the control unit, compares the reverse electromotive force voltage with the preset voltage threshold value, and judges that the active air inlet grille has a locked-rotor fault if the acquired reverse electromotive force voltage is smaller than the preset voltage threshold value, so that the problem that the locked-rotor detection can be carried out only by externally connecting an encoder or a photoelectric switch detection device when the active air inlet grille moves is solved.
In the technical scheme of the invention, in the sampling process of the back electromotive force, the sampling output end of the driving unit is connected with the output end of the buffer, and the input end of the buffer is connected with the coil voltage sampling input end of the driving unit sequentially through the first switch K1 and the second switch K2; the control end of the first switch K1 is connected with the output end of the AND gate logic circuit, the control end of the second switch K2 is connected with the output end of the OR gate logic circuit, and the sampled coil back electromotive force voltage is output to the control unit only under the condition that the sampling is met, so that the sampling precision is higher, the reliability is higher, and valuable signals are not easy to lose.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.
Claims (10)
1. The utility model provides a commercial car initiative air-inlet grille control system which characterized in that includes: a control unit, a parameter acquisition unit, a CAN communication unit, a driving unit, an active air intake grille opening degree adjusting execution unit and a fault diagnosis unit, the control unit is respectively in communication connection with the parameter acquisition unit, the CAN communication unit and the drive unit, is used for acquiring the parameter information acquired by the parameter acquisition unit and the whole vehicle working condition information of the CAN communication unit, adjusting the target opening degree of the active air inlet grille according to the acquired parameter information and the whole vehicle working condition information, then the active air inlet grille is adjusted to the target opening degree by controlling an active air inlet grille opening degree adjusting execution unit through a driving unit, the fault diagnosis unit is in communication connection with the control unit, the control unit acquires the fault condition parameters of the driving unit to judge whether the locked rotor fault occurs in the active air inlet grille, and the control unit acquires the fault condition parameters of the parameter acquisition unit and the CAN communication unit to judge whether the commercial vehicle has an electrical fault.
2. The active grille shutter control system of commercial vehicle as claimed in claim 1 wherein the control unit adjusts the target opening of the active grille shutter according to the acquired parameter information and the vehicle condition information is specifically:
the control unit reads the whole vehicle working condition information through the CAN communication unit, the whole vehicle working condition information at least comprises: engine cooling water temperature, intake air temperature, vehicle speed, engine load, and fan speed;
when the cooling water temperature of the engine is lower than the preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than a preset target water temperature, determining a first basic value of a target opening degree corresponding to the current engine cooling water temperature according to a pre-established corresponding relation between the engine cooling water temperature and the target opening degree of the active air intake grille, determining a second basic value of the target opening degree according to a pre-established corresponding relation between the air intake temperature and the target opening degree of the active air intake grille, and taking the maximum value of the first basic value of the target opening degree and the second basic value of the target opening degree as the basic value of the target opening degree;
determining a first opening correction coefficient corresponding to the current engine speed and the engine load according to a pre-established corresponding relation between the engine speed and the engine load and a target opening of the active air inlet grille; according to a pre-established corresponding relation between the vehicle speed, the fan rotating speed and the target opening degree of the active air inlet grille, determining a second opening degree correction coefficient corresponding to the current vehicle speed and the fan rotating speed, correcting the basic value of the target opening degree according to the first opening degree correction coefficient and the second opening degree correction coefficient to obtain a first correction value of the target opening degree, and outputting the first correction value of the target opening degree as a final target opening degree.
3. The active air intake grille control system of claim 2, wherein when the control unit monitors that the whole vehicle is in a first operation condition, the control unit sets a second correction value of the target opening of the active air intake grille and outputs a maximum value of the first correction value and the second correction value of the target opening as a final target opening, wherein the second correction value of the target opening of the active air intake grille corresponding to the first operation condition is 100%, and the first operation condition comprises an air conditioner operation state and a retarder operation state obtained through a CAN communication unit, a parking stall state and a manual switch control state obtained through a parameter acquisition unit, and a fault state obtained through a fault diagnosis unit.
4. The active grille shutter control system of a commercial vehicle of claim 1 wherein the control unit includes 6 state machines: the control unit switches among corresponding state machines according to the working condition of the whole vehicle to realize multi-opening control of the active air inlet grille; the initialization state is a state which is executed for the first time after the control unit is powered on and reset; after the start-stop control state is an initialization state, carrying out fault self-checking; the torque increasing driving state is a state which is entered if the initialization of the active air inlet grille is not successful or the locked rotor phenomenon is generated in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when the fault information is not detected after the start-stop control state is finished; the manual control state is a state executed when the active air intake grille is cleaned or the heat dissipation part is visually checked; the failure mode state is a state that is entered when an electrical failure or a locked-rotor failure is detected.
5. The active grille shutter control system of a commercial vehicle as claimed in claim 1 wherein the failure diagnosis unit obtains the failure condition parameter of the driving unit through the control unit to determine whether the active grille shutter has a locked rotor failure specifically:
the fault diagnosis unit acquires the back electromotive force voltage of the active air inlet grille opening degree adjustment execution unit corresponding to the driving unit through the control unit, compares the back electromotive force voltage with a preset voltage threshold value, judges that the active air inlet grille has a locked rotor fault if the acquired back electromotive force voltage is smaller than the preset voltage threshold value, and judges that the active air inlet grille does not have the locked rotor fault if the acquired back electromotive force voltage is not smaller than the preset voltage threshold value.
6. The active grille shutter control system of a commercial vehicle as claimed in claim 5 wherein the control unit is communicatively connected to the driving unit, and the back electromotive force of the active grille shutter opening adjustment execution unit is sampled and obtained when the coil current of the active grille shutter opening adjustment execution unit crosses zero.
7. The active grille shutter control system of a commercial vehicle as claimed in claim 6 wherein one of the IO ends of the control unit is connected with the output end of the comparator, one of the IO ends is connected with the power supply through a pull-up resistor R4, and the other IO end is grounded through a resistor R3 and a resistor R2 respectively; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, one path of the positive input end of the comparator is connected with a resistor R3, and the other path of the positive input end of the comparator is grounded through a resistor R2; the negative input end of the comparator is connected with the sampling output end of the driving unit.
8. The active grille shutter control system of a commercial vehicle as claimed in claim 6 wherein, inside the driving unit, the sampling output end of the driving unit is connected with the output end of the buffer, and the input end of the buffer is connected with the coil voltage sampling input end of the driving unit through the first switch K1 and the second switch K2 in sequence; the control end of the first switch K1 is connected with the output end of the AND logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND logic circuit, and a target opening control signal of the driving unit is input to the second input end of the AND logic circuit; the control end of the second switch K2 is connected with the output end of the or gate logic circuit, the sampling voltage transient mode signal of the driving unit is input to the first input end of the or gate logic circuit, and the coil zero current signal of the driving unit is input to the second input end of the or gate logic circuit.
9. The active grille shutter control system of a commercial vehicle as claimed in claim 1 wherein the failure diagnosis unit obtains the failure condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit to determine whether the commercial vehicle has an electrical failure specifically:
the fault diagnosis unit acquires the acquired fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, compares the acquired fault condition parameters with the preset fault condition parameters, and judges whether the commercial vehicle has an electrical fault according to the comparison result of the acquired fault condition parameters and the preset fault condition parameters.
10. The active grille shutter control system of a commercial vehicle as claimed in any one of claims 1-9 further comprising a power supply unit, wherein the power supply unit respectively provides power for the control unit, the parameter acquisition unit, the CAN communication unit, the driving unit, the active grille shutter opening degree adjustment execution unit and the fault diagnosis unit.
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