CN111133180A - ECU and exhaust brake control device - Google Patents
ECU and exhaust brake control device Download PDFInfo
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- CN111133180A CN111133180A CN201880064481.9A CN201880064481A CN111133180A CN 111133180 A CN111133180 A CN 111133180A CN 201880064481 A CN201880064481 A CN 201880064481A CN 111133180 A CN111133180 A CN 111133180A
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- processing unit
- exhaust valve
- ecu
- relay
- signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
- F02D9/06—Exhaust brakes
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
An electronic control device and an exhaust brake control device are provided which can reliably ensure the safety of the operation of an exhaust valve with a simple structure. An ECU (30) that controls an opening/closing operation of an exhaust valve (19) by transmitting a control signal (S1) to the exhaust valve (19) via a relay (40), wherein a CPU (31) of the ECU (30) comprises: a first processing unit (311) that controls the opening/closing operation of the exhaust valve (19), and a second processing unit (312) that monitors the first processing unit (311), wherein when a slip of the vehicle is sensed in at least either the first processing unit (311) or the second processing unit (312), the relay (40) is operated to interrupt the control signal (S1) and operate the exhaust valve (19) in the open position.
Description
Technical Field
The present invention relates to an ECU and an exhaust brake control device, and particularly to an ECU and an exhaust brake control device suitable for a vehicle equipped with a diesel engine.
Background
Generally, a vehicle equipped with a diesel engine includes an exhaust valve in an exhaust pipe. The exhaust valve is controlled by an Electronic Control Unit (ECU) to operate in an open position for opening the exhaust pipe or a closed position for closing the exhaust pipe.
When the exhaust valve is operated at a closed position for closing the exhaust pipe, the exhaust pressure in the exhaust pipe increases, whereby the rotation resistance of the engine increases and the engine braking action improves. In this manner, the brake that closes the exhaust valve to enhance the action of the engine brake is generally referred to as an exhaust brake.
Patent document 1 discloses a technique related to exhaust braking. Specifically, an exhaust brake is disclosed in which a hole is formed in a butterfly valve (exhaust valve) to ensure a constant exhaust flow rate even when the exhaust valve is at a fully closed position. According to the technique described in patent document 1, the cost required for managing the exhaust gas flow rate can be reduced.
Documents of the prior art
Patent document
Patent document 1: japanese patent application laid-open No. 2011-69321.
Disclosure of Invention
Problems to be solved by the invention
However, when the exhaust valve is unintentionally operated in the closed position due to a failure, disconnection, or the like of the ECU, the engine brake excessively acts due to the road surface state, and slip occurs. In this case, in order to ensure the safety of the vehicle, it is necessary to return the exhaust valve to the open position. However, if some failure occurs in the ECU or the signal line, the exhaust valve may not be reliably operated to the open position.
As a method of reliably operating the exhaust valve at the closed position in such a case, for example, a method of doubling the input/output signal to/from the exhaust valve is considered. However, if all the input/output signals to/from the exhaust valve are duplicated, there is a problem that the design becomes very complicated. Further, software for operating the exhaust valve is also complicated, and the overall cost is also increased.
The present invention has been made in view of the above circumstances, and provides an electronic control device and an exhaust brake control device that can reliably ensure the safety of the operation of an exhaust valve with a simple configuration.
Means for solving the problems
In order to solve the above problem, the present invention provides an ECU (30) for controlling an opening/closing operation of an exhaust valve (19) by transmitting a control signal (S1) to the exhaust valve (19) via a relay (40), wherein a CPU (31) of the ECU (30) comprises: a first processing unit (311) that controls the opening/closing operation of the exhaust valve (19); and a second processing unit (312) that monitors the first processing unit (311), and activates the relay (40) to shut off the control signal (S1) and activate the exhaust valve (19) to the open position when the slip of the vehicle is sensed in at least either the first processing unit (311) or the second processing unit (312).
Effects of the invention
According to the present invention, the safety of the operation of the exhaust valve can be reliably ensured with a simple configuration.
Drawings
Fig. 1 is an overall configuration diagram of an intake system and an exhaust system of a vehicle.
Fig. 2 is an internal configuration diagram of the exhaust brake control apparatus.
Fig. 3 is an internal structure view of the ECU.
Fig. 4 is a flowchart of the exhaust valve control process.
Detailed Description
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. The following description is merely one embodiment of the present invention, and the technical scope of the present invention is not limited thereto.
Fig. 1 shows the overall structure of an intake system and an exhaust system of a vehicle 1.
The intake system includes an intake pipe 11, a compressor 12a, an intercooler 13, and an intake manifold 14. The intake air i passes through the intake pipe 11, is compressed by the compressor 12a, is cooled by the intercooler 13, and is distributed to the respective air cylinders through the intake manifold 14. The intake air i distributed to each cylinder is mixed with the fuel injected from the injector 15 and burned in the combustion chamber of each cylinder.
The Exhaust system includes an Exhaust manifold 16, an Exhaust pipe 17, an Exhaust Gas Recirculation (EGR) device 18, a turbine 12b, an Exhaust valve 19, and an Exhaust gas purification device 20. The exhaust gas e discharged from the combustion chambers of the respective cylinders is merged by the exhaust manifold 16, and then branched into the exhaust gas flowing toward the EGR device 18 and the exhaust gas flowing toward the turbine 12b by the exhaust pipe 17.
The exhaust gas e flowing toward the EGR device 18 passes through the EGR pipe 18a, is cooled by the EGR cooler 18b, is adjusted in flow rate by the EGR valve 18c, and is distributed again to the cylinders by the intake manifold 14. The exhaust gas e distributed to each gas cylinder is reused for combustion.
On the other hand, the exhaust gas e not reused for combustion flows toward the turbine 12 b. The exhaust gas e rotationally drives the compressor 12a connected to the turbine 12b via the turbine 12 b. Further, as a result of the rotation driving of the compressor 12a compressing the intake air i, combustion in the combustion chamber is promoted. The compressor 12a and the turbine 12b are generally referred to as a turbocharger 12.
The flow rate of the exhaust gas e passing through the turbine 12b is adjusted by the exhaust valve 19. The operation of the exhaust valve 19 will be described in detail later, but the exhaust valve is operated in an open position in a normal state and in a closed position in an exhaust brake operation. The exhaust gas e whose flow rate is adjusted by the exhaust valve 19 passes through the exhaust gas purification device 20 and is then discharged to the outside.
The exhaust gas purification device 20 includes a DPF (Diesel Particulate Filter) device 20a and a urea SCR (Selective Catalytic Reduction) device 20 b. The DPF device 20a traps and removes particulate matter included in the exhaust gas e. The urea SCR device 20b reduces nitrogen oxides included in the exhaust gas e to nitrogen or water vapor harmless to the human body using an aqueous urea solution.
The vehicle 1 is also provided with an exhaust brake control device 100.
The exhaust brake Control device 100 includes an Electronic Control Unit (ECU) 30, a relay 40, an external ECU50, and an exhaust valve 19.
The ECU30 receives signals from various sensors (not shown) provided in various parts of the vehicle 1 and transmits control signals to various devices (not shown) provided in various parts of the vehicle 1, thereby collectively controlling the operation of the vehicle 1.
In particular, the ECU30 sends a control signal S1 to an actuator (not shown) that actuates the exhaust valve 19 via the relay 40. Thus, the ECU30 can operate the exhaust valve 19, which is normally in the open position, in the closed position during the exhaust brake operation. Further, in the closed position, there are a middle position where the exhaust pipe 17 is partially closed and a full-closed position where the exhaust pipe 17 is completely closed.
Further, the ECU30 is connected to the relay 40 through a signal line different from the signal line transmitting the control signal S1. The ECU30 transmits a cut-off signal S4 or S5 to the relay 40 in the case of cutting off the control signal S1. As a result, the relay 40 operates, and the exhaust valve 19 can be operated to the open position regardless of the presence or absence of the transmission of the control signal S1.
The exhaust valve 19 includes a spring member (not shown) such as a return spring, and is maintained in an open position by the action of the spring force of the return spring in a normal state in which the control signal S1 is not transmitted. In contrast, the exhaust valve 19 is operated at the closed position against the spring force of the return spring during the exhaust brake operation in which the control signal S1 is sent.
The exhaust valve 19 is provided with a position sensor (not shown) and transmits a position signal S2 indicating an open position or a closed position to the ECU 30. The ECU30 appropriately controls the operation of the exhaust valve 19 based on the position signal S2.
The relay 40 is disposed between the ECU30 and the exhaust valve 19, and communicatively connects the ECU30 and the exhaust valve 19. Further, the relay 40 is connected to the ECU30 and the exhaust valve 19 through separate signal lines different from those between the ECU30 and the exhaust valve 19. The relay 40 operates by the control of the ECU30 so that the signal line is turned on at the normal time and the control signal S1 can be transmitted, and on the other hand, the signal line is cut off at the time of sliding.
The external ECU50 is an ECU having a different housing from the ECU30, and specifically, is an ABS (Antilock Brake System) device or an ESP (Electronic Stability Control) device. The external ECU50 generates a slip sensing signal S3 and transmits it to the ECU30 when it senses the slip of the vehicle 1. The ECU30 transmits the cutoff signal S4 or S5 when receiving the slip sensing signal S3, and cuts off the control signal S1, thereby operating the exhaust valve 19 at the open position.
Fig. 2 shows the internal structure of the exhaust brake control apparatus 100.
The exhaust brake control device 100 includes the ECU30, the relay 40, the external ECU50, and the exhaust valve 19 as described above. The ECU30 includes a cpu (central Processing unit) 31, an H-bridge circuit 32, and a switch circuit 33.
The CPU31 collectively controls the operation of the ECU 30. Here, in order to control the operation of the exhaust valve 19, the CPU31 receives the position signal S2 from the exhaust valve 19, and transmits a control request signal S11 to the H-bridge circuit 32 when the open/close position of the exhaust valve 19 is to be controlled based on the position signal S2.
The CPU31 transmits a shutoff request signal S41 to the H-bridge circuit 32 when the exhaust valve 19 needs to be operated at the open position, regardless of the position signal S2 (regardless of the open/close position of the exhaust valve 19), and transmits a shutoff request signal S51 to the switch circuit 33.
The H-bridge circuit 32 transmits a control signal S1 for controlling the open/close position of the exhaust valve 19 based on a control request signal S11 from the CPU 31. The control signal S1 is sent to an actuator (not shown) via the relay 40. The actuator operates the exhaust valve 19 in the closed position with the exhaust valve in the open position based on control signal S1.
Further, the H-bridge circuit 32 transmits a disconnection signal S4 that controls the operation of the relay 40 to the relay 40 based on a disconnection request signal S41 from the CPU 31. In this case, the relay 40 cuts off the signal line connecting the ECU30 (H-bridge circuit 32) and the exhaust valve 19 and cuts off the control signal S1 from the H-bridge circuit 32 regardless of whether the control signal S1 is transmitted. Thereby, the exhaust valve 19 is operated in the open position by the spring force of the return spring.
In practice, the H-bridge circuit 32 includes a high-side switch that is switched ON when receiving an off request signal S41 from the CPU31, and flows a current through the coil of the relay 40. When a current flows through the coil of the relay 40, the relay 40 operates to cut off the control signal S1.
The switch circuit 33 is a circuit different from the H-bridge circuit 32, and is connected to the CPU31 and the repeater 40 through a path independent from the H-bridge circuit 32.
The switch circuit 33 transmits an interruption signal S5 that controls the operation of the relay 40 based on an interruption request signal S51 from the CPU 31. In this case, the relay 40 cuts off the signal line connecting the ECU30 (H-bridge circuit 32) and the exhaust valve 19 and cuts off the control signal S1 from the H-bridge circuit 32 regardless of whether the control signal S1 is transmitted. Thereby, the exhaust valve 19 is operated in the open position by the spring force of the return spring.
In practice, the switching circuit 33 is, for example, a low-side switch. The low-side switch is switched ON when receiving a cut-off request signal S51 from the CPU31, and a current flows through the coil of the relay 40. When a current flows through the coil of the relay 40, the relay 40 operates to cut off the control signal S1.
The external ECU50 is an ECU that senses the slip of the vehicle 1, and is, for example, an ABS or an ESP. The CPU51 of the external ECU50 sends a slip sensing signal S3 to the CPU31 when the slip of the vehicle 1 is sensed. The CPU31 generates a cut-off request signal S41 or S51 and transmits to the H-bridge circuit 32 or the switch circuit 33 when receiving the slide sensing signal S3. This can cut off the control signal S1 from the H-bridge circuit 32.
Fig. 3 shows the internal structure of the ECU 30. The ECU30 includes the CPU31, the H-bridge circuit 32, and the switch circuit 33 as described above. Here, the internal configuration of the CPU31 will be specifically described.
The CPU31 has 3 processing areas of levels 1 to 3.
The level 1 is a processing region for substantially controlling the opening/closing operation of the exhaust valve 19, and includes a first processing unit 311. The first processing unit 311 sends a control request signal S11 to the H-bridge circuit 32, and controls the opening and closing operation of the exhaust valve 19 via the H-bridge circuit 32.
Further, the first processing portion 311, upon receiving the slip sensing signal S3 from the external ECU50, senses that a slip has occurred in the vehicle 1. In this case, the first processing section 311 generates the disconnection request signal S41A or S51A based on the slide sensing signal S3, and transmits it to the H-bridge circuit 32 or the switch circuit 33.
For example, when the slide sensing signal S3 to be received is not received or when the disconnection request signal S41A or S51A to be generated based on the slide sensing signal S3 is not generated, the first processing unit 311 generates the disconnection request signal S41A or S51A based on the disconnection request signal S61A from the second processing unit 312 and transmits the generated disconnection request signal to the H-bridge circuit 32 or the switch circuit 33.
Thus, even when a partial failure occurs in the first processing unit 311 or when a failure occurs in the connection between the first processing unit 311 and the external ECU50, the exhaust valve 19 can be reliably operated at the open position when a slip occurs in the vehicle 1.
The second processing unit 312 monitors the presence or absence of the disconnection request signal S41A or S51A from the first processing unit 311, and generates the disconnection request signal S61B and transmits it to the third processing unit 313 when the disconnection request signal S41A or S51A is not transmitted from the first processing unit 311 although the disconnection request signal S61A is transmitted to the first processing unit 311.
Level 3 is a processing area for monitoring the processing of level 2, and includes a third processing unit 313. Upon receiving the disconnection request signal S61B from the second processing section 312, the third processing section 313 generates a disconnection request signal S41B or S51B and transmits it to the H-bridge circuit 32 or the switch circuit 33.
Accordingly, when a failure occurs in the first processing unit 311 and the shutoff request signal S41A or S51A is not transmitted, and when a slip occurs in the vehicle 1, the exhaust valve 19 can be reliably operated to the open position.
Fig. 4 shows a flowchart of the exhaust valve control process. The exhaust valve control process is executed by the CPU31 of the ECU 30. Further, the exhaust brake is appropriately executed when activated.
First, CPU31 determines whether or not a slip sense signal S3 is received from external ECU50 in either first processing section 311 or second processing section 312 (SP 1).
When a negative result is obtained in the determination of step SP1 (SP 1: no), the CPU31 determines that no slip has occurred in the vehicle 1, executes the exhaust valve control processing in the normal state (SP 2), and ends the present processing.
On the other hand, if an affirmative decision is made in the determination of step SP1 (SP 1: yes), the CPU31 determines that a slip has occurred in the vehicle 1, and generates the cut request signal S41A or S51A in the first processing unit 311.
Then, the CPU31 sends the shutoff request signal S41A or S51A to the H-bridge circuit 32 or the switch circuit 33, thereby shutting off the control signal S1 (SP 3).
Next, the CPU31 determines whether or not the disconnection request signal S41A or S51A is transmitted from the first processing section 311 (SP 4).
If an affirmative decision is made in the determination at step SP4 (SP 4: yes), the CPU31 determines that the exhaust valve 19 can be operated at the open position, and ends the present process.
In contrast, when a negative result is obtained in the determination of step SP4 (SP 4: no), the CPU31 determines that some failure has occurred in the first processing section 311, and generates the disconnection request signal S41B or S51B in the third processing section 313.
Then, the CPU31 transmits the disconnection request signal S41B or S51B to the H-bridge circuit 32 or the switch circuit 33, whereby the control signal S1 is disconnected (SP 5), ending the present process.
As described above, according to the present embodiment, the slip sense signal S3 from the external ECU50 can be received in both the first processing unit 311 and the second processing unit 312, and the control signal S1 can be shut off when the slip sense signal S3 is actually received in either or both of the two. Therefore, the safety of the operation of the exhaust valve 19 can be reliably ensured with a simple configuration.
Further, by providing the H-bridge circuit 32 connected to the CPU31 and the repeater 40 and the switch circuit 33 connected to the CPU31 and the repeater 40 independently of the H-bridge circuit 32, the control signal S1 can be cut off from either the H-bridge circuit 32 or the switch circuit 33.
Thus, even when the control signal S1 cannot be cut off from the H-bridge circuit 32, the control signal S1 can be cut off from the switch circuit 33. Therefore, the safety of the operation of the exhaust valve 19 can be reliably ensured with a simple configuration.
The control signal S1 can be cut off by the third processing unit 313. Thus, even when the control signal S1 cannot be cut off by the first processing unit 311, the control signal S1 can be reliably cut off by the third processing unit 313. Therefore, the safety of the operation of the exhaust valve 19 can be reliably ensured with a simple configuration.
Claims (5)
1. An ECU (30) that transmits a control signal (S1) to an exhaust valve (19) via a relay (40) to thereby control the opening and closing operation of the exhaust valve (19),
the CPU (31) of the ECU (30) is provided with:
a first processing unit (311) that controls the opening/closing operation of the exhaust valve (19); and
a second processing unit (312) that monitors the first processing unit (311),
when a slip of the vehicle is sensed in at least either the first processing unit (311) or the second processing unit (312), the relay (40) is activated to shut off the control signal (S1) and the exhaust valve (19) is activated to an open position.
2. The ECU (30) according to claim 1,
the first processing unit (311) operates the relay (40) to cut off the control signal (S1) when receiving a slide sensing signal (S3) from an external ECU (50) that senses a slide of a vehicle or when receiving a cut-off request signal (S61A) from the second processing unit (312),
when receiving a slide sensing signal (S3) from the external ECU (50), the second processing unit (312) generates the disconnection request signal (S61A) and transmits the disconnection request signal to the first processing unit (311).
3. The ECU (30) according to claim 1 or 2, comprising:
an H-bridge circuit (32) connected to the CPU (31) and the repeater (40); and
a switch circuit (33) connected to the CPU (31) and the repeater (40) through a path independent from the H-bridge circuit (32),
the first processing unit (311) controls either or both of the H-bridge circuit (32) and the switch circuit (33) to operate the relay (40) and shut off the control signal (S1).
4. The ECU (30) according to any one of claims 1 to 3, comprising a third processing unit (313) that monitors the second processing unit (312),
the second processing unit (312) generates a disconnection request signal (S61B) and transmits the disconnection request signal to the third processing unit (313) when the control signal (S1) cannot be disconnected by the first processing unit (311),
the third processing unit (313) activates the relay (40) to disconnect the control signal (S1) when receiving a disconnection request signal (S61B) from the second processing unit (312).
5. An exhaust brake control device (100) provided with an exhaust valve (19), a relay (40), an external ECU (50), and an ECU (30),
the ECU (30) is provided with a CPU (31), the CPU (31) controls the opening and closing operation of the exhaust valve (19) by transmitting a control signal (S1) to the exhaust valve (19) via the relay (40),
the CPU (31) is provided with:
a first processing unit (311) that controls the opening/closing operation of the exhaust valve (19); and
a second processing unit (312) that monitors the first processing unit (311),
when a slip of the vehicle is sensed in at least either the first processing unit (311) or the second processing unit (312), the relay (40) is activated to shut off the control signal (S1) and the exhaust valve (19) is activated to an open position.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017193228 | 2017-10-03 | ||
| JP2017-193228 | 2017-10-03 | ||
| PCT/JP2018/033331 WO2019069622A1 (en) | 2017-10-03 | 2018-09-10 | Ecu and exhaust brake control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111133180A true CN111133180A (en) | 2020-05-08 |
| CN111133180B CN111133180B (en) | 2022-11-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201880064481.9A Active CN111133180B (en) | 2017-10-03 | 2018-09-10 | ECU and exhaust brake control device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6866494B2 (en) |
| CN (1) | CN111133180B (en) |
| WO (1) | WO2019069622A1 (en) |
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| US20140144398A1 (en) * | 2012-11-27 | 2014-05-29 | Abbas M. Vuai | Camless engine operating system |
| DE102013114711A1 (en) * | 2013-10-11 | 2015-04-16 | Hyundai Motor Company | Exhaust brake for a high torque vehicle and control method therefor |
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2018
- 2018-09-10 WO PCT/JP2018/033331 patent/WO2019069622A1/en active Application Filing
- 2018-09-10 JP JP2019546588A patent/JP6866494B2/en active Active
- 2018-09-10 CN CN201880064481.9A patent/CN111133180B/en active Active
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| JPH03237228A (en) * | 1990-02-14 | 1991-10-23 | Hitachi Ltd | Fail-safe device for electronic throttle |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2019069622A1 (en) | 2019-04-11 |
| CN111133180B (en) | 2022-11-15 |
| JPWO2019069622A1 (en) | 2020-09-24 |
| JP6866494B2 (en) | 2021-04-28 |
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