KR101535857B1 - Apparatus and method for controlling engine using engine control unit temperature - Google Patents
Apparatus and method for controlling engine using engine control unit temperature Download PDFInfo
- Publication number
- KR101535857B1 KR101535857B1 KR1020130157291A KR20130157291A KR101535857B1 KR 101535857 B1 KR101535857 B1 KR 101535857B1 KR 1020130157291 A KR1020130157291 A KR 1020130157291A KR 20130157291 A KR20130157291 A KR 20130157291A KR 101535857 B1 KR101535857 B1 KR 101535857B1
- Authority
- KR
- South Korea
- Prior art keywords
- temperature
- control unit
- engine control
- internal
- limit
- Prior art date
Links
Images
Classifications
-
- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
Abstract
The present invention relates to a novel engine control method using an engine control unit (ECU) temperature. An engine control method using an engine control unit (ECU) temperature according to an embodiment of the present invention is an engine control method using an engine control unit housing limit temperature T1 (set), an engine control unit internal limit temperature T2 (set) (T3) of the engine control unit, an internal temperature (T2) of the engine control unit, and an IC cell temperature (T3) in the engine control unit And the temperature of the housing (T1), the internal temperature (T2) and the IC cell temperature (T3) are compared with the limit temperatures (T1 (set), T2 (set) and T3 (T1) and the IC cell temperature (T3) are equal to or lower than the respective limit temperatures [T1 (set) and T3 (set)] or when the internal temperature T2 is higher than the internal limit temperature T2 And a notification step informing the user to enter the safe mode.
Description
One embodiment of the present invention relates to an engine control unit (ECU) for an automobile, and more particularly to an engine control using the temperature of the engine control unit, particularly the internal temperature of the engine control unit.
Generally, the main parts of an automobile are almost electronicized, and in the case of an engine, an electronically controlled engine forms the mainstream. The most important of these is the electronically controlled fuel injection system of the engine. In this electronically controlled fuel injection system, all elements affecting the amount of fuel required by the engine are included, and changes in the engine state are received through the sensors provided in the respective parts, and an electronic control unit (ECU) ) To determine the amount of fuel required for the state, and sends a signal for injecting the amount to the fuel injection valve from the injector so as to accurately inject only the injection amount most suitable for the driving conditions of the vehicle, thereby improving the air-fuel ratio, Improve performance, and reduce hazardous emissions.
If the ECU is damaged, the engine becomes inoperable, which can cause the ignition to turn off and cause a serious problem when driving. One of the symptoms that occur when the ECU is damaged is the heat, which is used to estimate and diagnose the ECU condition, and notify the driver when there is a problem, and enter the Limp-Home mode or the safe mode. In the limp-home mode, when the ECU recognizes an engine failure or an engine control component defect while the vehicle is running, the engine output And the minimum running mode means a state in which the vehicle runs at least by an actuator driving value such as an injector previously input to the ECU.
On the other hand, there are two types of heat sources of ECU. As shown in FIGS. 1 and 2, the first source is the rise of the ECU outer housing temperature T1 due to the engine room temperature rise, the second source is the rise of the IC temperature T3 due to the self- to be.
When the ECU outer housing temperature T1 rises due to an increase in engine room temperature, it is copied around the inside of the ECU to raise the ECU internal temperature T2.
In addition, when the IC temperature T3 rises, the temperature is raised to the ambient temperature of the ECU to raise the ECU internal temperature T2, and the ECU internal temperature T2 increased by radiation is conducted to the ECU outer housing, (T1).
However, existing ECUs were only designed to cope with the rise in engine room temperature, which is the first source of heat generation. That is, when the ECU outer housing temperature T1 becomes higher than the preset limit temperature after the ECU outer housing limit temperature is set in advance, the engine room cooling device (cooling fan, etc.) It was merely controlled to fall below the temperature.
That is, conventionally, control using the ECU internal temperature T2 or the temperature of the ECU IC temperature T3 is not utilized.
One embodiment of the present disclosure relates to performing more precise engine control by utilizing ECU internal temperature and ECU IC temperature as well as ECU outer housing temperature.
The engine control method according to the embodiment of the present invention is characterized in that when the housing temperature T1 of the engine control unit and the internal IC cell temperature T3 are normal but only the internal temperature T2 of the engine control unit is abnormally high, Or enter limp-home mode.
A setting step of setting the engine control unit housing limit temperature T1 (set), the engine control unit internal limit temperature T2 (set) and the IC cell limit temperature T3 (set) in the engine control unit, A measurement step of measuring a housing temperature T1 of the engine control unit, an engine control unit internal temperature T2 and an IC cell temperature T3 in the engine control unit; The housing temperature T1 and the IC cell temperature T3 are compared with the respective limit temperatures T1 (set), T2 (set) and T3 (set) by comparing the temperature T3 with the limit temperatures T1 T3 (set)], or when the internal temperature T2 is higher than the internal limit temperature [T2 (set)].
Here, if the external housing temperature T1 and the internal IC cell temperature T3 of the engine control unit are normal but only the internal temperature T2 is abnormally high, the safety mode may be immediately entered. However, So that it is possible to enter the safe mode only when the same result is obtained.
That is, by comparing the housing temperature T1, the internal temperature T2 and the IC cell temperature T3 with the limit temperatures T1 (set), T2 (set) and T3 (set) When the cell temperature T3 is equal to or lower than the respective limit temperatures T1 set and T3 set and the internal temperature T2 is higher than the internal limit temperature T2 set, The step of comparing the temperature T1, the internal temperature T2 and the IC cell temperature T3 with the limit temperatures T1 (set), T2 (set), and T3 (set), respectively, may be re-executed.
In the engine control method according to the embodiment of the present invention, when the external housing temperature T1 of the engine control unit is normal but the internal IC cell temperature T3 is abnormally high, IC load is additionally checked to selectively provide a safe mode (or limp-home mode) or an overload notification mode.
That is, if the IC cell temperature T3 is higher than the limit temperature T3 (set), it is checked whether or not the IC diagnosis register is normal. If the IC diagnosis register is not normal, And a second notification step.
If the IC cell temperature T3 is higher than the limit temperature T3 (set), it is checked whether or not the IC diagnosis register is normal. If the IC diagnosis register is normal, it is additionally checked whether or not the IC is overloaded And a third notifying step of informing that the IC is overloaded when the IC is overloaded.
If the housing temperature T1 is less than the limit temperature T1 (set), the operation of the engine cooling fan is started. So that the cooling fan operation is performed.
Meanwhile, one embodiment of the present invention proposes a control device that performs the above method. The control device according to an embodiment of the present invention includes a control unit for performing the control method described above, a temperature measurement unit for measuring the temperature of each point (outer housing, internal, internal IC cell) of the engine control unit, A memory for storing the limit temperature of each point in advance, and the like.
According to the embodiment of the present invention, unlike the control method using the existing ECU temperature, by using not only the ECU outer housing temperature but also the ECU internal temperature and the IC internal cell temperature of the ECU, engine control is performed with more precise and various options .
In other words, if the ECU housing temperature and the IC temperature are normal but only the ECU internal temperature is higher than the limit temperature, a third cause other than the ECU heat source (engine room temperature rise, IC temperature rise) Passive element) can be recognized.
In addition, if the ECU housing temperature is normal but the IC cell temperature inside the ECU is higher than the limit temperature, it is not immediately entered into the safety mode, but the IC diagnosis register is checked for normal operation. If the IC enters the safety mode, the IC diagnosis register is normal, and the IC is overloaded, the overload notification is issued. In this way, the notification type can be subdivided according to various cases so that the driver can more accurately and quickly grasp the cause of the engine problem.
1 and 2 are views for explaining an ECU heat generation mechanism.
3 is a flowchart illustrating an engine control method using an ECU temperature according to an embodiment of the present invention;
4 is a flowchart illustrating a method of controlling an engine using an ECU temperature according to a modification of the present invention;
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
3 is a flowchart illustrating an engine control method using an ECU temperature according to an embodiment of the present invention.
First, the user sets the limit temperatures [T1 (Set), T2 (set), and T3 (set)] for the ECU outer housing, the ECU interior, and the ECU internal IC, respectively, and stores the set values in the memory (S100, setting step). The limit temperature is the upper limit temperature at which the engine can operate normally for each part of the ECU, and the limit temperature is usually [1 (Set) <T2 (set) <T3 (set)] .
Table 1 below is an example of the limit temperatures [T1 (Set), T2 (Set), and T3 (set)] for the ECU outer housing, the ECU interior, and the ECU internal IC cell.
Next, the ECU outer housing temperature T1, the ECU internal temperature T2, and the ECU internal IC cell temperature T3 are respectively measured (S200, measuring step) using a temperature measuring means previously provided.
When the temperature measurement is completed, the measured temperature is compared with a preset limit temperature.
First, the ECU outer housing temperature T1 is compared with the limit temperature T1 (set) (S300). If the measured temperature is equal to or higher than the limit temperature, the ECU outer housing temperature T1 becomes lower than the limit temperature T1 (set) The engine room cooling fan is operated (S310, housing normal check step).
When the ECU outer housing temperature T1 is lower than the limit temperature T1 (set), the ECU IC cell temperature is checked (IC normal state check step). That is, the IC cell temperature T3 is compared with the limit temperature T3 (set) (S400), and if the IC cell measurement temperature is equal to or higher than the limit temperature, it is checked whether the IC diagnosis register is normal (S410).
If there is an abnormality in the IC diagnosis register, the malfunction indication lamp (hereinafter referred to as MIL) is turned on and enters the safe mode (S610, notification step).
As a result of checking, if the IC diagnosis register is normal, the load condition of the IC cell is checked. If the IC diagnosis register is overloaded, the driver is informed that the IC card is overloaded after a predetermined time elapses (S620, notification step). On the other hand, if it is a low load, the flow goes to step S400 to compare the IC cell temperature T3 with the limit temperature T3 (set) again (S400).
The IC cell diagnostic check is performed as follows.
First, check whether the self-diagnosis register in each IC is abnormal.
If there is no abnormality after checking, force the wrong command (eg, "Wrong Number" or "Late Response Time") to the IC.
Check if the IC recognizes the wrong instruction or erroneous error in the diagnostic register for the wrong instruction. If the IC recognizes the wrong command without error, it can confirm that the IC is overheated.
As described above, according to the embodiment of the present invention, when the temperature of the ECU housing is normal but only the temperature of the IC cell inside the ECU is higher than the limit temperature, it is not immediately entered into the safety mode, If there is an abnormality in the IC diagnosis register, the system enters the safety mode, and when the IC diagnosis register is normal and the IC is overloaded, it notifies the overload notifying the driver of the cause of the engine problem And can quickly grasp it.
On the other hand, if it is determined in step S300 that the ECU outer housing temperature T1 is lower than the limit temperature T1 (set) and is in a normal state where the IC cell temperature T2 is lower than the limit temperature T2 (set) , It is checked whether or not the ECU internal temperature T2 is normal (S500, ECU internal temperature check step).
As a result of the check, if the ECU internal temperature T2 is lower than the limit temperature T2 (set), the engine is normally operated (S600).
However, when only the ECU internal temperature T2 is abnormal because the ECU internal temperature T2 is equal to or higher than the limit temperature T2 (set), the two ECU heat sources (engine room temperature rise, IC temperature rise) It is also possible to recognize that the temperature rise is caused by a third cause (a passive element of the PCB or the power short or temperature measurement impossible). In this case, the MIL lights up and enters the safe mode (S610, notification step).
In this embodiment, the ECU housing temperature and the IC temperature are normal but only the ECU internal temperature is higher than the limit temperature. However, in this embodiment, In addition to recognizing that the temperature rise due to the third cause other than the ECU heat source (engine room temperature rise, IC temperature rise) (PCB, power short, or passive element that can not measure temperature) At the same time, it is possible to enter the safe mode.
3, when the ECU housing temperature and the IC temperature are normal but only the ECU internal temperature is higher than the limit temperature in the S500 (ECU internal temperature check step), the ECU enters the malfunction display and safe mode immediately. However, The IC housing temperature T 1, the IC temperature T 3 and the ECU internal temperature T 2 are remeasured after a certain period of time as in the modified example shown in FIG. It can be confirmed that the internal temperature has risen.
4, after a predetermined time (cycle) has elapsed (S510), it is determined whether or not the ECU housing temperature T1, the IC temperature T3, and the ECU internal temperature T2 are normal (S520, S540, S550). If the ECU housing temperature and the IC temperature are normal but only the ECU internal temperature is higher than the limit temperature, the safety mode may be entered (S610).
The reliability of the control can be further improved by re-measuring the temperature of each part of the ECU after the lapse of a predetermined time.
Although specific embodiments of the present invention have been described above, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the present invention as defined by the appended claims. It will be understood by those of ordinary skill in the art to which this disclosure belongs. Accordingly, it should be understood that the above-described embodiments are provided so that those skilled in the art can fully understand the scope of the present invention. Therefore, it should be understood that the embodiments are to be considered in all respects as illustrative and not restrictive, This specification is only defined by the scope of the claims.
100: engine control unit (ECU)
T1: ECU outer housing temperature
T2: ECU internal temperature (Ambient Temperature)
T3: ECU internal IC cell temperature
T1 (Set): ECU outer housing limit temperature
T2 (set): ECU internal limit temperature
T3 (set): ECU internal IC cell limit temperature
Claims (12)
Setting the engine control unit housing limit temperature [T1 (set)], the engine control unit internal limit temperature [T2 (set)], and the engine control unit IC cell limit temperature [T3 (set)];
A measuring step of measuring the housing temperature (T1) of the engine control unit, the internal temperature (T2) of the engine control unit and the IC cell temperature (T3) in the engine control unit;
The housing temperature T1 and the internal cell temperature T3 are compared with the limit temperatures T1 set and T2 set and T3 set respectively, If the IC cell temperature T3 is less than or equal to the respective limit temperatures T1 and T3 and the internal temperature T2 is higher than the internal limit temperature T2 set, An informing step of notifying the user of the information; And
And operating the engine room cooling fan when the housing temperature (T1) is higher than the limit temperature (T1 (set)).
(T3) is greater than a threshold temperature (T3 (set)), and checks whether the diagnostic register of the IC is normal. If the IC diagnosis register is not normal, 2 < / RTI > notification step.
If the IC cell temperature T3 is higher than the threshold temperature T3 (set), it is checked whether the diagnostic register of the IC is normal. If the IC diagnosis register is normal, it is further checked whether the IC is overloaded And a third notification step of notifying that the IC is overloaded when the IC is overloaded.
The housing temperature T1 and the internal cell temperature T3 are compared with the limit temperatures T1 set and T2 set and T3 set respectively, If the IC cell temperature T3 is less than or equal to the respective limit temperatures T1 set and T3 set and the internal temperature T2 is higher than the internal limit temperature T2 set, , And then re-executing the step of comparing the housing temperature (T1), the internal temperature (T2) and the IC cell temperature (T3) with the limit temperatures (T1 (set), T2 (set) and T3 And an engine control unit for controlling the engine.
Further comprising: checking whether the IC is overloaded if the IC diagnosis register is normal,
And determining that the IC is overloaded when the IC diagnosis register recognizes the wrong instruction without an error, if the IC instruction is erroneously issued to the IC.
A memory for storing an engine control unit housing limit temperature [T1 (set)], an engine control unit internal limit temperature [T2 (set)] and an engine control unit IC cell limit temperature [T3 (set)]; And
The housing temperature T1 of the engine control unit, the internal temperature T2 of the engine control unit and the IC cell temperature T3 of the engine control unit are measured and the housing temperature T1, the internal temperature T2 and the IC cell temperature T3 is compared with the limit temperatures T1 set and T2 set and T3 set respectively so that the housing temperature T1 and the IC cell temperature T3 are compared with the respective limit temperatures T1 set, , T3 (set)], or when the internal temperature T2 is higher than the internal limit temperature T2 (set)
Wherein the controller activates the engine room cooling fan when the housing temperature (T1) is higher than the limit temperature (T1 (set)).
If the IC cell temperature T3 is higher than the threshold temperature T3 (set), the control unit checks whether the diagnostic register of the IC is normal. If the IC diagnosis register is not normal, the control unit enters the safe mode The temperature of the engine is controlled based on the temperature of the engine.
The controller checks whether the diagnostic register of the IC is normal if the IC cell temperature T3 is higher than the limit temperature T3 (set), and determines whether the IC is overloaded if the IC diagnosis register is normal And notifies that the IC is overloaded when the IC is overloaded.
The control unit compares the housing temperature T1, the internal temperature T2 and the IC cell temperature T3 with the limit temperatures T1 set, T2 set and T3 set respectively, T1) and the IC cell temperature T3 are less than the respective limit temperatures T1 (set) and T3 (set), and the internal temperature T2 is higher than the internal limit temperature T2 (set) Comparing the housing temperature T1, the internal temperature T2 and the IC cell temperature T3 with the limit temperatures T1 (set), T2 (set), and T3 (set) Wherein the engine control unit is operable to execute the engine control unit temperature again.
Wherein the controller determines that the IC is overloaded when the IC diagnosis register registers an erroneous command to the IC and the erroneous command is recognized without recognizing the error.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020130157291A KR101535857B1 (en) | 2013-12-17 | 2013-12-17 | Apparatus and method for controlling engine using engine control unit temperature |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020130157291A KR101535857B1 (en) | 2013-12-17 | 2013-12-17 | Apparatus and method for controlling engine using engine control unit temperature |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20150070733A KR20150070733A (en) | 2015-06-25 |
| KR101535857B1 true KR101535857B1 (en) | 2015-07-10 |
Family
ID=53517234
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020130157291A KR101535857B1 (en) | 2013-12-17 | 2013-12-17 | Apparatus and method for controlling engine using engine control unit temperature |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR101535857B1 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001209436A (en) * | 2000-01-26 | 2001-08-03 | Toyota Motor Corp | Cooling device for ecu |
| JP2013114946A (en) * | 2011-11-30 | 2013-06-10 | Toyota Boshoku Corp | Temperature control unit |
-
2013
- 2013-12-17 KR KR1020130157291A patent/KR101535857B1/en active IP Right Grant
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001209436A (en) * | 2000-01-26 | 2001-08-03 | Toyota Motor Corp | Cooling device for ecu |
| JP2013114946A (en) * | 2011-11-30 | 2013-06-10 | Toyota Boshoku Corp | Temperature control unit |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20150070733A (en) | 2015-06-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8868989B2 (en) | System for testing error detection circuits | |
| US20090182489A1 (en) | Intake air temperature (iat) rationality diagnostic with an engine block heater | |
| KR101580449B1 (en) | Method for identifying an error function and in particular a drift of a rail pressure sensor in a common rail injection system | |
| US7975536B2 (en) | Method to detect the presence of a liquid-cooled engine supplemental heater | |
| CN102818658B (en) | Motor stator temperature sensor fault diagnostic system | |
| JP2011247094A (en) | Failure diagnostic device for temperature sensor | |
| KR101459891B1 (en) | Method for diagnosing failure of thermostat | |
| US20120033705A1 (en) | Method and device for diagnosing a thermostat | |
| JP3970196B2 (en) | Engine intake air amount control device and engine intake air amount control method | |
| US10865726B2 (en) | Fault diagnosis of electronic control unit (ECU) | |
| US20130186096A1 (en) | Method for monitoring a fuel circuit shut-off valve | |
| KR102360630B1 (en) | Method and device for diagnosis of an additional heating functionality of an air mass flow sensor | |
| US20150032400A1 (en) | Method for managing a thermodynamic device for a motor vehicle, system, program, recording medium and associated vehicle | |
| KR101535857B1 (en) | Apparatus and method for controlling engine using engine control unit temperature | |
| JP5961403B2 (en) | Electronically controlled throttle device | |
| US7857508B2 (en) | Method for monitoring the functionality of a temperature sensor | |
| KR20160070647A (en) | Failure Diagnosis Method for Oxygen Sensor, and Monitoring System for Exhaust Gas Operated Thereby | |
| CN113607445B (en) | Method for performing a test of a thermal management system | |
| JP3131325B2 (en) | Apparatus and method for testing a device having at least one microcomputer | |
| US11043798B2 (en) | Method for the operationally safe activation of at least one electronic component | |
| KR102212444B1 (en) | Operating method of thermal management system | |
| JP2012112312A (en) | Failure determining device of water temperature sensor | |
| JP7157873B2 (en) | Electronic control device, diagnostic method for electronic control device | |
| KR100532782B1 (en) | Method and device for controlling operation of fuel injector | |
| CN116749770A (en) | Range-extending system abnormality prompting method, device, equipment and storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| E701 | Decision to grant or registration of patent right | ||
| GRNT | Written decision to grant | ||
| FPAY | Annual fee payment |
Payment date: 20180627 Year of fee payment: 4 |
|
| FPAY | Annual fee payment |
Payment date: 20190625 Year of fee payment: 5 |