CN114103626B - 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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- CN114103626B CN114103626B CN202111553996.5A CN202111553996A CN114103626B CN 114103626 B CN114103626 B CN 114103626B CN 202111553996 A CN202111553996 A CN 202111553996A CN 114103626 B CN114103626 B CN 114103626B
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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 inlet grille control system of a commercial vehicle, which comprises the following components: the intelligent control system comprises a control unit, a parameter acquisition unit, a CAN communication unit, a driving unit, an active air inlet grille opening adjustment execution unit and a fault diagnosis unit, wherein 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 the driving unit is used for controlling the active air inlet grille opening adjustment execution unit to adjust the active air inlet grille to the target opening, the fault diagnosis unit is in communication connection with the control unit, the control unit is used for acquiring fault condition parameters of the driving unit to judge whether the active air inlet grille has a locked rotor fault, and the control unit is used for acquiring the fault condition parameters of the parameter acquisition unit and the CAN communication unit to judge whether the commercial vehicle has an electrical fault, so that the control flexibility and reliability of the active air inlet grille of the commercial vehicle are effectively improved.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to an active air inlet grille control system of a commercial vehicle.
Background
Along with the implementation of domestic fuel consumption regulations and emission regulations, automobile manufacturers face strong competition and simultaneously need the straight-face severe automobile energy saving and emission reduction tasks, and great tests are put forward on the manufacturing cost and performance of the automobile. There are many factors affecting the fuel economy and emission performance of automobiles, automobile manufacturers strive to develop performance improvement and upgrading projects of the whole automobile and the engine, and develop new energy-saving and emission-reduction technologies, such as technologies of hybrid power, direct injection in a cylinder, electronic power steering, low-rolling-resistance tires, electronic start-stop systems, active air inlet grids and the like. The active air inlet grille (Active Grille System, AGS for short) is a new technology with simple structure, relatively low cost and obvious oil saving effect in the energy saving and emission reduction technologies, is an emerging oil saving technology in the technical field of automobile engineering in recent years, has been applied to European and North American markets, but is still in a blank stage in domestic commercial vehicle markets.
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 the automobile, and cannot be flexibly adjusted according to the actual running condition of the commercial automobile, if the air inlet grille is too small, the air inlet grille cannot meet the heat dissipation requirement of the automobile, and the service life of the engine is influenced; if the air inlet of the air inlet grille is too large, excessive heat energy loss of the engine can be caused, the fuel economy is affected, the effective control of the active air inlet grille in the commercial vehicle is not facilitated, and the flexibility of the active air inlet grille control is reduced.
In addition, in the control process of the active air inlet grille in the prior art, fault diagnosis on motor locked rotor faults and the overall condition of the commercial vehicle is lacking, and the reliability of the active air inlet grille control in the commercial vehicle is not improved.
Disclosure of Invention
The invention aims to solve the problems in the prior art, innovatively provides a commercial vehicle active air inlet grille control system, effectively solves the problems that the control of the commercial vehicle active air inlet grille cannot be adjusted and the flexibility is poor due to the prior art, and effectively improves the control flexibility and reliability of the commercial vehicle active air inlet grille.
The first aspect of the invention provides an active grille control system for a commercial vehicle, comprising: the intelligent control system comprises a control unit, a parameter acquisition unit, a CAN communication unit, a driving unit, an active air inlet grille opening adjustment execution unit and a fault diagnosis unit, wherein the control unit is respectively in communication connection with the parameter acquisition unit, the CAN communication unit and the driving unit and is used for acquiring parameter information acquired by the parameter acquisition unit and whole vehicle working condition information of the CAN communication unit, adjusting the target opening of the active air inlet grille according to the acquired parameter information and the whole vehicle working condition information, then controlling the active air inlet grille opening adjustment execution unit to adjust the active air inlet grille to the target opening through the driving unit, the fault diagnosis unit is in communication connection with the control unit, acquiring fault condition parameters of the driving unit through the control unit and judging whether the active air inlet grille has a locked-rotor fault or not, and acquiring fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit and judging whether the commercial vehicle has an electrical fault or not.
Optionally, the target opening degree of the active air inlet grille is adjusted by the control unit according to the acquired parameter information and the whole vehicle working condition information specifically:
the control unit reads the whole vehicle working condition information through the CAN communication unit, and 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 a preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than the preset target water temperature, determining a target opening first basic value corresponding to the current engine cooling water temperature according to the pre-established corresponding relation between the engine cooling water temperature and the target opening of the active air inlet grille, determining a target opening second basic value according to the pre-established corresponding relation between the air inlet temperature and the target opening of the active air inlet grille, and taking the maximum value of the target opening first basic value and the target opening second basic value as a target opening basic value;
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, the engine load and the target opening of the active air inlet grille; and determining a second opening correction coefficient corresponding to the current vehicle speed and the fan rotating speed according to the corresponding relation between the pre-established vehicle speed, the fan rotating speed and the target opening of the active air inlet grille, correcting the basic value of the target opening according to the first opening correction coefficient and the second opening correction coefficient to obtain a first corrected value of the target opening, and outputting the first corrected value of the target opening as a final target opening.
Further, when the control unit monitors that the whole vehicle is in a first operation condition, a second correction value of the target opening degree of the active air inlet grille is set, the first correction value of the target opening degree and the maximum value of the second correction value are output as final target opening degrees, wherein the second correction value of the target opening degree of the active air inlet grille corresponding to the first operation condition is 100%, the first operation condition comprises an air conditioner working state and a retarder working state which are acquired through the CAN communication unit, a parking flameout state and a manual switch control state which are acquired by the parameter acquisition unit, and a fault state which is acquired by the fault diagnosis unit.
Optionally, the control unit comprises 6 state machines: the control unit is switched among corresponding state machines according to the condition of the whole vehicle working condition, so as to realize the 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 initialized state, performing fault self-checking; the torque increasing driving state is a state which is entered when the initialization of the active air inlet grille is unsuccessful or the phenomenon of locked rotor is out in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when no fault information is detected after the start-stop control state is finished; the manual control state is a state executed when the active air inlet grille is cleaned or the heat radiating component is visually inspected; the failure mode state is a state 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 judge whether the active air inlet grille has a locked-rotor fault specifically includes:
the fault diagnosis unit obtains the reverse 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 reverse electromotive force voltage with a preset voltage threshold value, judges that the active air inlet grille has a locked-rotor fault if the obtained reverse electromotive force voltage is smaller than the preset voltage threshold value, and judges that the active air inlet grille has no locked-rotor fault if the obtained reverse electromotive force voltage is not smaller than the preset voltage threshold value.
Further, the control unit is in communication connection with the driving unit, and samples and acquires the back electromotive force of the active air inlet grille opening adjustment executing unit when the coil current of the active air inlet grille opening adjustment executing unit passes through a zero point.
Further, one path of IO end of the control unit is connected with the output end of the comparator, one path of IO end of the control unit is connected with the power supply through a pull-up resistor R4, and the other path of IO end of the control unit is grounded through a resistor R3 and a resistor R2 in sequence respectively; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, the other 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 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 gate logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND gate logic circuit, and a target opening control signal of the driving unit is input to the second input 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, a sampling voltage transient mode signal of the driving unit is input to the first input end of the OR gate logic circuit, and a coil zero current signal of the driving unit is input to the second input end of the OR gate logic circuit.
Optionally, the fault diagnosis unit obtains the fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, and judges whether the commercial vehicle has an electrical fault specifically includes:
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 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 device further comprises 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 air inlet 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 degree 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 opening degree adjustment execution unit is controlled by the driving unit to adjust the active air inlet grille to the target opening degree, the fault diagnosis unit judges whether the active air inlet grille has a locked-rotor fault or not through the fault condition parameters of the driving unit acquired by the control unit, and judges whether the commercial vehicle has an electrical fault or not through the control unit acquiring the fault condition parameters of the parameter acquisition unit and the CAN communication unit, so that the problems that the active air inlet grille of the commercial vehicle cannot be adjusted and the flexibility is poor in control due to the prior art are effectively solved, and the control flexibility and the 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 as the final target opening according to the whole vehicle working condition information, when the first operation working condition of the whole vehicle is monitored, the second correction value of the target opening of the active air inlet grille is set, the maximum value of the first correction value and the second correction value of the target opening is output as the final target opening, the real-time requirement of the cooling system on the air inlet quantity of the vehicle under different operation working conditions is met, and the purposes of saving oil and reducing emission are achieved.
3. The control unit in the technical scheme of the invention comprises 6 state machines: the control unit is switched among corresponding state machines according to the condition of the whole vehicle working condition, so as to realize the multi-opening control of the active air inlet grille.
4. According to the technical scheme, the fault diagnosis unit acquires the reverse electromotive force voltage of the active air inlet grille opening adjustment execution unit corresponding to the driving unit through the control unit, compares the reverse electromotive force voltage with the preset voltage threshold, 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, and solves the problem that the active air inlet grille can only be locked-rotor detected by externally connecting an encoder or a photoelectric switch detection device when in motion.
5. In the technical scheme of the invention, in the process of sampling the reverse 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 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 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 reverse electromotive voltage can be output to the control unit only under the condition of meeting the preset requirement, so that the acquisition 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
For a clearer description of embodiments of the invention or of the solutions of the prior art, reference will be made to the accompanying drawings, which are used in the description of the embodiments or of the prior art, and it will be obvious to those skilled in the art that other drawings can be obtained from these without inventive labour.
FIG. 1 is a schematic diagram of a system according to an embodiment of the present invention;
fig. 2 is a schematic diagram (one) of determining a target opening in a first embodiment of the present invention;
fig. 3 is a schematic diagram (two) of determining a target opening in the first embodiment of the present invention;
fig. 4 is a schematic diagram (iii) of determining a target opening in the first embodiment of the present invention;
fig. 5 is a schematic diagram illustrating a control unit performing reverse electromotive force sampling in a motor transient mode according to a first embodiment of the present invention;
FIG. 6 is a schematic diagram of a circuit structure of sampling a control unit and a driving unit in a system according to an embodiment of the present invention;
fig. 7 is a schematic circuit diagram of a driving unit in a system for sampling (back electromotive force) according to an embodiment of the present invention;
FIG. 8 is a schematic flow chart of active air intake grille (motor) lock monitoring in a system according to an embodiment of the invention;
fig. 9 is a schematic diagram of sampling of back electromotive force under different signals inside a driving unit in a system according to an embodiment of the present invention.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the present invention will be described in detail below with reference to the following detailed description and the accompanying drawings. The following disclosure provides many different embodiments, or examples, for implementing different structures of the invention. In order to simplify the present disclosure, 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 processes are omitted so as to not unnecessarily obscure the present invention.
Example 1
As shown in fig. 1, the present invention provides an active grille control system for a commercial vehicle, comprising: the intelligent control system comprises a control unit 1, a parameter acquisition unit 2, a CAN communication unit 3, a driving unit 4, an active air inlet grille opening adjustment execution unit 5 and a 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 driving 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 inlet grille according to the acquired parameter information and the whole vehicle working condition information, then controlling the active air inlet grille opening adjustment execution unit 5 to adjust the active air inlet grille to the target opening through the driving unit 4, the fault diagnosis unit 6 is in communication connection with the control unit 1, acquiring fault condition parameters of the driving unit 4 through the control unit 1 and judging whether the active air inlet grille is in locked-rotor fault or not, 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 commercial vehicle is in electric fault or not.
As shown in fig. 2 to fig. 4, the target opening degree of the active air intake grille is adjusted by the control unit 1 according to the acquired parameter information and the whole vehicle working condition information specifically:
the control unit 1 reads the whole vehicle working condition information through the CAN communication unit 3, and the whole vehicle working condition information at least comprises: engine cooling water temperature, air inlet temperature, air conditioner pressure, vehicle speed, engine load, fan speed, exhaust braking state and retarder working state;
when the cooling water temperature of the engine is lower than a preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than the preset target water temperature, determining a target opening first basic value corresponding to the current engine cooling water temperature according to the pre-established corresponding relation between the engine cooling water temperature and the target opening of the active air inlet grille, determining a target opening second basic value according to the pre-established corresponding relation between the air inlet temperature and the target opening of the active air inlet grille, and taking the maximum value of the target opening first basic value and the target opening second basic value as a target opening basic value;
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, the engine load and the target opening of the active air inlet grille; and determining a second opening correction coefficient corresponding to the current vehicle speed and the fan rotating speed according to the corresponding relation between the pre-established vehicle speed, the fan rotating speed and the target opening of the active air inlet grille, correcting the basic value of the target opening according to the first opening correction coefficient and the second opening correction coefficient to obtain a first corrected value of the target opening, and outputting the first corrected value of the target opening as a final target opening.
The corresponding relation between the engine cooling water temperature and the target opening of the active air inlet grille, the corresponding relation between the air inlet temperature and the target opening of the active air inlet grille, the corresponding relation between the engine rotating speed, the engine load and the target opening of the active air inlet grille, the corresponding relation between the vehicle speed, the fan rotating speed and the target opening of the active air inlet grille can be pre-established into corresponding databases or data tables, the corresponding relation is pre-stored in the databases or the data tables, and each corresponding relation only considers the change of corresponding parameters, for example, only considers the influence of the engine cooling water temperature on the target opening of the active air inlet grille in the corresponding relation between the engine cooling water temperature and the target opening of the active air inlet grille and does not consider the influence of other factors; 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 of the corresponding active air inlet grille is A2% … …, and the specific corresponding relation can be flexibly adjusted according to actual conditions; in the corresponding relation between the engine speed, the engine load and the target opening of the active air inlet grille, only the influence of the engine speed and the engine load on the target opening 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 degree of the corresponding active air inlet grille is B1%; when the engine speed is V2 and the engine load is L2, the target opening of the corresponding active air inlet grille is B2% … …, and the specific corresponding relation can be flexibly adjusted according to actual conditions; by establishing the corresponding relation between the influence parameter and the target opening of the active air inlet grille in advance, after the current influence parameter is obtained, the N (positive integer) th basic value or the N th opening correction coefficient of the corresponding target opening of the active air inlet grille under the current influence parameter can be determined according to the pre-established corresponding relation, the final basic value of the target opening is determined according to the N (positive integer) th basic value of the target opening, and the final first correction value is determined according to the N th opening correction coefficient of the target opening.
Further, the specific implementation manner of correcting the basic value of the target opening according to the first opening correction coefficient and the second opening correction coefficient to obtain the first correction value of the target opening may be:
first correction value of target opening = 100% - (basic value of 100% -target opening) ×first opening correction coefficient×second opening correction coefficient.
Further, when the control unit monitors that the whole vehicle is in a first operation working condition, setting a second correction value of the target opening degree of the active air inlet grille, and outputting the maximum value of the first correction value and the second correction value of the target opening degree as a final target opening degree, wherein the second correction value of the target opening degree 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 acquired through the CAN communication unit, a parking flameout state and a manual switch control state which are acquired by the parameter acquisition unit, and a fault state which is acquired by the fault diagnosis unit. When the whole vehicle is in a special operation working condition such as a retarder opening (working) state, an air conditioning request (air conditioning working), a fault state and the like, more air inlet flow is needed, and an active air inlet grille needs to be kept in a full-open state so as to provide more cooling air 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 to be fully opened for a safe period; when a fault occurs, the active grille shutter opening is kept fully open.
The control unit 1 sends a target opening degree to the driving unit 4 through a PWM signal or LIN (Local Interconnect Network ) control command; the driving unit 4 controls the active air inlet grille opening adjustment executing unit 5 to drive the active air inlet grille opening to change to reach the opening of the target requirement according to the received PWM signal or LIN control command. The control unit 1 can be a single-chip microcomputer, and the specific model can be formed by a Feishaper 16-bit single-chip microcomputer MC9S12XEP100, a clock circuit, a reset circuit and a debugging and refreshing circuit, so that the normal operation of a single-chip microcomputer system is ensured; 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 ECUs (Electronic Control Unit, electronic control units) of the whole vehicle through the CAN communication unit 3 to acquire vehicle information such as vehicle speed, engine cooling water temperature, engine air inlet temperature and the like required by control. The driving unit 4 may be a stepper motor driving module 41 or an LIN communication module 42, when the motor type is an LIN motor, the driving unit 4 is an LIN communication module 42, the LIN communication module adopts an LIN driving chip TJA1021 to obtain 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 stepper motor, the driving unit 4 is a stepper motor driving module 41, and the stepper motor driving module 41 adopts a miniature stepper motor driving integrated chip TB9120 with locked rotor function detection to realize accurate driving control of the stepper motor.
Further, the control unit comprises 6 state machines: the control unit is switched among corresponding state machines according to the condition of the whole vehicle working condition, so as to realize the 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 initialized state, performing fault self-checking; the torque increasing driving state is a state which is entered when the initialization of the active air inlet grille is unsuccessful or the phenomenon of locked rotor is out in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when no fault information is detected after the start-stop control state is finished; the manual control state is a state executed when the active air inlet grille is cleaned or the heat radiating component is visually inspected; the failure mode state is a state entered when an electrical failure or a locked-rotor failure is detected.
Specifically, the execution process of the 6 states is:
1) Initialization state: when the control unit 1 is powered on for reset, this state is executed for the first time;
2) Start-stop control state: after power-on, the active air inlet grille firstly performs self-checking, and guarantees are provided for normal operation of the active air inlet grille. The self-checking process is from full-closed to full-open, and then the active air inlet grille opening reaches a certain target opening according to the current water temperature and the air inlet temperature.
3) Torque up driving state: after the start-stop control state is finished, if grid initialization is unsuccessful or the phenomenon of blocking is performed in the normal mode state, the active air inlet grid enters a torque-increasing driving state.
4) Normal operating state: and after the start-stop control state is finished, if any fault information is not detected, entering a normal working mode.
5) 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, this state will be performed.
6) Fault mode state: and when the system fault is detected, entering a fault mode state, and simultaneously reporting a fault code, wherein the fault indication is bright to remind a driver. Faults are of two types, electrical and mechanical. Overvoltage/undervoltage faults, overtemperature fault overcurrent faults, open circuit/short circuit faults, communication faults and the like belong to electric faults, and a fault indicator lamp flashes; the active air inlet grille blocking and the like belong to mechanical faults, and fault indication lamps of the faults are always on.
After 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 satisfied, the self-checking is carried out when the self-checking process is finished, if the target opening position of the active air inlet grille cannot be identified, the active air inlet grille is in a torque-increasing driving state so as to overcome possible external resistance. After the self-checking is normally finished, the automobile engine enters a normal mode state, the bottom layer receives AGS (advanced gas supply) required opening from the application layer, and then the required opening is given to an active air inlet grille opening adjustment executing unit 5 (LIN motor or stepping motor) to reach a required target opening, and if a fault signal is detected in any state, the automobile engine enters a fault mode state, and in the state, the grille opening is set to be fully opened. If the manual control switch request signal effectively enters a manual control state, the grille is switched from a target state to full open, then is fully closed, and finally is restored to an initialization state mode.
In the technical scheme of the invention, the fault diagnosis unit 6 obtains the fault condition parameters of the driving unit 4 through the control unit 1 to judge whether the active air inlet grille has the locked-rotor fault specifically comprises the following steps:
the fault diagnosis unit 6 obtains the reverse electromotive force voltage of the active air inlet grille opening adjustment execution unit 5 corresponding to the driving unit 4 through the control unit 1, compares the reverse electromotive force voltage with a preset voltage threshold value, judges that the active air inlet grille has a locked-rotor fault if the obtained reverse electromotive force voltage is smaller than the preset voltage threshold value, and judges that the active air inlet grille has no locked-rotor fault if the obtained reverse electromotive force voltage is not smaller than the preset voltage threshold value.
Further, the control unit 1 is communicatively connected to the driving unit 4, and samples and acquires the back electromotive force of the active intake grille opening adjustment executing unit 5 when the coil current of the active intake grille opening adjustment executing unit 5 crosses zero.
As shown in fig. 5, the control unit realizes accurate control of the stepper motor (or the LIN motor) through a back electromotive force method, and samples and judges motor stall (i.e. active air inlet grille stall) or stall information through back electromotive force BEMF voltage in a motor coil current zero crossing period, so that a stall detection threshold value can be reasonably adjusted according to different conditions such as motor speed, load characteristics and the like, and the problem that the active air inlet grille can only perform stall detection when the active air inlet grille moves by being externally connected with an encoder or a photoelectric switch detection device is solved. The stepper motor (or LIN motor) coil current waveform profile is a sine wave with 4 zero current positions per winding per electrical cycle. The back EMF BEMF voltage is sampled during each coil current zero crossing, so that there are 4 zero crossing observation points per electrical cycle, and 4 back EMF BEMF voltages can be measured. If the microstep position is located at the "coil current zero crossing", the control unit 1 samples the back electromotive force BEMF voltage. After the counter electromotive force is collected from the motor coil, the counter electromotive force is reduced by a certain multiple through resistor voltage division, then the counter is compared with a preset voltage threshold value, if the counter is smaller than the preset voltage threshold value, the counter counts once, in order to increase the reliability of locked rotor monitoring, false alarm is avoided, and a locked rotor alarm state signal is output after the counting times are set to exceed the set times; in order to increase monitoring timeliness, a locked-rotor alarm state signal can be directly output after the counting is monitored 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 special sampling pin (sampling output end, namely SLA pin) of the driving unit 4, and the real-time detection of the stalling and locked-up of the motor 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 per electrical cycle. The back emf voltage is sampled during each coil current zero crossing so that there are 4 observable zero crossing current intervals per electrical cycle and 4 back emf voltages can be measured. If the micro-step position is positioned at the 'zero crossing point of the coil current', the driving unit 4 samples the back electromotive voltage, wherein the micro-step position is obtained by interactively reading a corresponding register with the control unit 1 through SPI interface communication; if the current micro-step position is at the zero crossing point of the coil current, the voltage obtained by sampling by the special sampling pin is the actual back electromotive force voltage of the motor. Since the coil current cannot be suddenly changed at this moment, the coil voltage is clamped to the power supply voltage VBB, once the coil current is attenuated to zero, the coil voltage transient is attenuated to a stable value VBEMF, and the coil voltage acquired at this moment is the back electromotive voltage of the motor. If the "coil current zero crossing" is not in the micro-step position, the voltage value sampled on the sampling dedicated pin will be incorrect and discarded.
Specifically, as shown in fig. 6, one path of the IO end of the control unit 1 is connected to the output end of the comparator, one path is connected to a power supply (may be a power supply module 7) through a pull-up resistor R4, and the other path is grounded through a resistor R3 and a resistor R2 in sequence, respectively; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, the other 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 of the comparator is connected with the sampling output of the drive 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 a special sampling pin is lower than a set threshold value through monitoring an IO pin, and the special pin can be connected with an RC low-pass filter so as to avoid state switching caused by noise.
Further, as shown in fig. 7, inside the driving unit 4, the sampling output end of the driving unit 4 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 4 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 gate logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND gate logic circuit, and a target opening control signal of the driving unit is input to the second input 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, the sampling voltage transient mode signal of the driving unit 4 is input to the first input end of the OR gate logic circuit, and the coil zero current signal of the driving unit 4 is input to the second input end 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), which represents that the motor working state is transient mode, and the sampling special 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 selected by an SPI bit selection factor (to have the resulting sampled voltage value in the 0-5V range, the coil voltage Vcoil value divided by 2 or by 4, factors 2 and 4 may be selected as desired, e.g. div2 or div 4). The sampled back emf voltage is compared to a preset voltage threshold, which is set such that the back emf voltage when the motor is free to run is above the threshold. As shown in fig. 8, the judgment process:
1) Initializing, setting a coil current parameter and a related parameter of a motor stepping mode;
2) Enabling a motor transient mode;
3) Transmitting an active NXT pulse (the pulse signal is generally a control motor, the motor receives 1 or a plurality of pulse signals, and the motor rotates for 1 unit angle);
4) Starting a timer, reading the micro-step position, and if the zero crossing point of the coil is at the micro-step position, reading the voltage of a special pin, and comparing the voltage with a preset voltage threshold;
5) And (5) judging faults.
Preferably, the filter capacitor C1 and the filter capacitor C2 can be further included, so that the signal value obtained by sampling is stable and burr-free. 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 of the filter capacitor C 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 of the filter capacitor C is grounded.
As shown in fig. 9, due to the relatively large recirculation current during the decay of the coil current, the coil voltage Vcoil is transient in nature and a transient mode is not always required in an application, and the operational mode can be selected by the SLAT signal. When the 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 the numerical value in real time according to PWMsh pulse, at the moment, the first switch K1 and the second switch K2 are in a closed state, and finally, the voltage at the position pointed by the reverse electromotive force voltage value 1 (the position marked with 1 in fig. 9) with the coil current as the zero point is obtained; when the SLAT is set to be at a low level, the voltage value of each coil current passing through zero is relatively stable in a non-transient mode, at this time, the first K1 is closed, the second switch K2 is opened, so that the value is not updated, the value at the last sampling moment is taken, and finally the voltage at the position indicated by the reverse electromotive force voltage value with the coil current being zero being 2 (the position marked with 2 in fig. 9) is obtained.
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 comprises:
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 faults may include an overvoltage/undervoltage fault, an overtemperature fault, an overcurrent fault, an open circuit/short circuit fault, and a communication fault, an overvoltage threshold value or an undervoltage threshold value comparison may be preset for the overvoltage/undervoltage fault according to the acquired voltage value, a temperature threshold value comparison may be preset for the overtemperature fault according to the acquired temperature value, a current threshold value comparison may be preset for the overcurrent fault according to the acquired current value, and an open circuit threshold value or a short circuit threshold value comparison may be preset for the open circuit fault according to the acquired voltage or the current value, for example, the open circuit threshold value may include a current threshold value and a voltage threshold value, that is, the current is 0, and the voltage is the power supply voltage; the short circuit threshold may be a current threshold, i.e. a voltage of 0, and a voltage threshold, i.e. a current of the power supply voltage/the resistance of the circuit itself.
Further, the active air inlet grille 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 air inlet grille opening adjustment execution unit 5 and the fault diagnosis unit 6. The power supply unit 7 mainly includes a power supply conversion chip LM22676 that converts 24V power supply into 5V power supply as needed.
Further, the parameter acquisition unit 2 may comprise a plurality of switch state acquisition modules, such as a manual control switch state acquisition module, a key switch (park out) state acquisition module. A signal processing unit 8 may be further disposed between the parameter collecting unit 2 and the control unit 1, and is configured to perform optimization processing on the signal collected by the parameter collecting unit 2, specifically, the signal processing unit may use a signal conditioning chip (for example, ZSSC4132, or another type of signal conditioning chip), filter-condition an input signal, and send the filtered and conditioned input signal to the control unit 1.
According to the technical scheme, the target opening degree 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 opening degree adjustment execution unit is controlled by the driving unit to adjust the active air inlet grille to the target opening degree, the fault diagnosis unit judges whether the active air inlet grille has a locked-rotor fault or not through the fault condition parameters of the driving unit acquired by the control unit, and judges whether the commercial vehicle has an electrical fault or not through the control unit acquiring the fault condition parameters of the parameter acquisition unit and the CAN communication unit, so that the problems that the active air inlet grille of the commercial vehicle cannot be adjusted and the flexibility is poor in control due to the prior art are effectively solved, and the control flexibility and the 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 as the final target opening according to the whole vehicle working condition information, when the first operation working condition of the whole vehicle is monitored, the second correction value of the target opening of the active air inlet grille is set, the maximum value of the first correction value and the second correction value of the target opening is output as the final target opening, the real-time requirement of the cooling system on the air inlet quantity of the vehicle under different operation working conditions is met, and the purposes of saving oil and reducing emission are achieved.
The control unit in the technical scheme of the invention comprises 6 state machines: the control unit is switched among corresponding state machines according to the condition of the whole vehicle working condition, so as to realize the multi-opening control of the active air inlet grille.
According to the technical scheme, the fault diagnosis unit acquires the reverse electromotive force voltage of the active air inlet grille opening adjustment execution unit corresponding to the driving unit through the control unit, compares the reverse electromotive force voltage with the preset voltage threshold, 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, and solves the problem that the active air inlet grille can only be locked-rotor detected by externally connecting an encoder or a photoelectric switch detection device when in motion.
In the technical scheme of the invention, in the process of sampling the reverse 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 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 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 reverse electromotive voltage can be output to the control unit only under the condition of meeting the preset requirement, so that the acquisition precision is higher, the reliability is higher, and valuable signals are not easy to lose.
While the foregoing description of the embodiments of the present invention has been presented in conjunction with the drawings, it should be understood that it is not intended to limit the scope of the invention, but rather, it is intended to cover all modifications or variations within the scope of the invention as defined by the claims of the present invention.
Claims (8)
1. An active grille control system for a commercial vehicle, comprising: the intelligent control system comprises a control unit, a parameter acquisition unit, a CAN communication unit, a driving unit, an active air inlet grille opening adjustment execution unit and a fault diagnosis unit, wherein the control unit is respectively in communication connection with the parameter acquisition unit, the CAN communication unit and the driving unit and is used for acquiring parameter information acquired by the parameter acquisition unit and whole vehicle working condition information of the CAN communication unit, adjusting the target opening of the active air inlet grille according to the acquired parameter information and the whole vehicle working condition information, then controlling the active air inlet grille opening adjustment execution unit to adjust the active air inlet grille to the target opening through the driving unit, the fault diagnosis unit is in communication connection with the control unit, acquiring fault condition parameters of the driving unit through the control unit and judging whether the active air inlet grille has a locked-rotor fault or not, and acquiring fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit and judging whether the commercial vehicle has an electrical fault or not;
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, and specifically comprises the following steps:
the control unit reads the whole vehicle working condition information through the CAN communication unit, and 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 a preset target water temperature, the active air inlet grille is closed; when the engine cooling water temperature is not less than the preset target water temperature, determining a target opening first basic value corresponding to the current engine cooling water temperature according to the pre-established corresponding relation between the engine cooling water temperature and the target opening of the active air inlet grille, determining a target opening second basic value according to the pre-established corresponding relation between the air inlet temperature and the target opening of the active air inlet grille, and taking the maximum value of the target opening first basic value and the target opening second basic value as a target opening basic value;
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, the engine load and the target opening of the active air inlet grille; determining a second opening correction coefficient corresponding to the current vehicle speed and the fan rotating speed according to the corresponding relation between the pre-established vehicle speed, the fan rotating speed and the target opening of the active air inlet grille, correcting the basic value of the target opening according to the first opening correction coefficient and the second opening correction coefficient to obtain a first corrected value of the target opening, and outputting the first corrected value of the target opening as a final target opening;
When the control unit monitors that the whole vehicle is in a first operation working condition, a second correction value of the target opening degree of the active air inlet grille is set, the maximum value of the first correction value and the second correction value of the target opening degree is output as a final target opening degree, wherein the second correction value of the target opening degree 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 acquired through the CAN communication unit, a parking flameout state and a manual switch control state which are acquired by the parameter acquisition unit, and a fault state which is acquired by the fault diagnosis unit.
2. The active grille control system of claim 1, wherein the control unit comprises 6 state machines: the control unit is switched among corresponding state machines according to the condition of the whole vehicle working condition, so as to realize the 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 initialized state, performing fault self-checking; the torque increasing driving state is a state which is entered when the initialization of the active air inlet grille is unsuccessful or the phenomenon of locked rotor is out in a normal working state after the start-stop control state is finished; the normal working state is a state which is entered when no fault information is detected after the start-stop control state is finished; the manual control state is a state executed when the active air inlet grille is cleaned or the heat radiating component is visually inspected; the failure mode state is a state entered when an electrical failure or a locked-rotor failure is detected.
3. The active air inlet grille control system of a commercial vehicle according to claim 1, wherein the failure diagnosis unit obtains the failure condition parameters of the driving unit through the control unit to judge whether the active air inlet grille has a locked-rotor failure specifically comprises:
the fault diagnosis unit obtains the reverse 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 reverse electromotive force voltage with a preset voltage threshold value, judges that the active air inlet grille has a locked-rotor fault if the obtained reverse electromotive force voltage is smaller than the preset voltage threshold value, and judges that the active air inlet grille has no locked-rotor fault if the obtained reverse electromotive force voltage is not smaller than the preset voltage threshold value.
4. The active grille shutter control system of claim 3, wherein the control unit is communicatively coupled to the drive unit for sampling the back electromotive force of the active grille shutter actuator at zero-crossing of the coil current of the active grille shutter actuator.
5. The active air inlet grille control system of the commercial vehicle according to claim 4, wherein one path of 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 in sequence; one path of the positive input end of the comparator is connected with a power supply through a pull-up resistor R1, the other 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.
6. The active air inlet grille control system of a commercial vehicle according to claim 4, wherein a sampling output end of the driving unit is connected with an output end of a buffer inside the driving unit, and an input end of the buffer is connected with a coil voltage sampling input end of the driving unit through a first switch K1 and a second switch K2 in sequence; the control end of the first switch K1 is connected with the output end of the AND gate logic circuit, a coil zero current signal of the driving unit is input to the first input end of the AND gate logic circuit, and a target opening control signal of the driving unit is input to the second input 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, a sampling voltage transient mode signal of the driving unit is input to the first input end of the OR gate logic circuit, and a coil zero current signal of the driving unit is input to the second input end of the OR gate logic circuit.
7. The active air intake grille control system of claim 1, wherein the fault diagnosis unit obtains the fault condition parameters of the parameter acquisition unit and the CAN communication unit through the control unit, and judges whether the commercial vehicle has an electrical fault specifically comprises:
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 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.
8. The active grille shutter control system of any one of claims 1 to 7, further comprising a power supply unit that supplies power to the control unit, the parameter acquisition unit, the CAN communication unit, the driving unit, the active grille shutter opening adjustment execution unit, and the failure diagnosis unit, respectively.
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