阅读说明：本技术 电子控制装置和排气闸控制装置 (Electronic control device and exhaust gate control device ) 是由 池袋雄树 石川成昭 于 2018-10-24 设计创作，主要内容包括：提出了一种能够确保排气瓣的操作的安全性并提高车辆的安全性的电子控制装置和排气闸控制装置。特征在于,具备：排气瓣控制部(32),其经由中继器(50)向排气瓣(19)发送控制信号(S1),对该排气瓣(19)的开闭操作进行控制；中继器控制部(40),其向中继器(50)发送关断信号(S3),通过使该中继器(50)进行操作来关断排气瓣控制部(32)和排气瓣(19)之间的信号线路；以及CPU(31),其基于来自排气瓣(19)的位置信号(S2)来控制排气瓣控制部(32)的操作,CPU(31)基于控制信号(S1)、位置信号(S2)以及关断信号(S3)监视中继器(50)的操作状况,判断有无故障。(An electronic control device and an exhaust brake control device capable of ensuring the safety of the operation of an exhaust valve and improving the safety of a vehicle are provided. Characterized in that it comprises: an exhaust flap control unit (32) that transmits a control signal (S1) to an exhaust flap (19) via a relay (50) and controls the opening and closing operations of the exhaust flap (19); a relay control unit (40) that transmits a shut-off signal (S3) to the relay (50) and shuts off a signal line between the exhaust flap control unit (32) and the exhaust flap (19) by operating the relay (50); and a CPU (31) for controlling the operation of the exhaust flap control unit (32) on the basis of a position signal (S2) from the exhaust flap (19), wherein the CPU (31) monitors the operating state of the relay (50) on the basis of the control signal (S1), the position signal (S2) and the shutdown signal (S3), and determines whether or not there is a failure.)

1. An electronic control device (30) is characterized by comprising:

an exhaust flap control unit (32) that transmits a control signal (S1) to an exhaust flap (19) via a relay (50) and controls the opening and closing operations of the exhaust flap (19);

a relay control unit (40) that transmits a shut-off signal (S3) to the relay (50), and that causes the relay (50) to operate to shut off a signal line between the exhaust flap control unit (32) and the exhaust flap (19); and

a CPU (31) that controls the operation of the exhaust flap control section (32) based on a position signal (S2) from the exhaust flap (19),

wherein the CPU (31) monitors the operating condition of the repeater (50) based on the control signal (S1), the position signal (S2), and the shutdown signal (S3), and determines whether there is a fault.

2. The electronic control device (30) according to claim 1,

the CPU (31):

receiving load information (S4) showing whether the exhaust flap control unit (32) and the exhaust flap (19) are connected from the exhaust flap control unit (32);

the operating state of the relay device (50) is monitored based on load information (S4) from the exhaust flap control unit (32) in place of the control signal (S1), the position signal (S2), and the shutdown signal (S3), and whether or not a failure has occurred is determined.

3. The electronic control device (30) according to claim 1 or 2, wherein the relay control section (40) operates the relay (50) using an independent signal line different from a signal line connecting between the exhaust flap control section (32) and the exhaust flap (19), turning off the signal line between the exhaust flap control section (32) and the exhaust flap (19).

4. The electronic control device (30) according to any one of claims 1 to 3, wherein the relay control section (40) is another circuit than the exhaust flap control section (32).

5. An exhaust gate control device (100) is characterized by comprising:

an exhaust flap (19);

a repeater (50);

an exhaust flap control unit (32) that transmits a control signal (S1) to an exhaust flap (19) via the relay device (50) and controls the opening and closing operations of the exhaust flap (19);

a relay control unit (40) that transmits a shut-off signal (S3) to the relay (50), and that causes the relay (50) to operate to shut off a signal line between the exhaust flap control unit (32) and the exhaust flap (19); and

a CPU (31) that controls the operation of the exhaust flap control section (32) based on a position signal (S2) from the exhaust flap (19),

wherein the CPU (31) monitors the operating condition of the repeater (50) based on the control signal (S1), the position signal (S2), and the shutdown signal (S3), and determines whether there is a fault.

6. The exhaust gate control apparatus (100) of claim 5, wherein the CPU (30):

receiving load information (S4) showing whether the exhaust flap control unit (32) and the exhaust flap (19) are connected from the exhaust flap control unit (32);

the operating state of the relay device (50) is monitored based on load information (S4) from the exhaust flap control unit (32) in place of the control signal (S1), the position signal (S2), and the shutdown signal (S3), and whether or not a failure has occurred is determined.

7. The exhaust gate control apparatus (100B) according to claim 5 or 6, wherein the relay control section (40) is stored in a separate housing from the exhaust flap control section (32).

8. The exhaust brake control apparatus (100B) according to any one of claims 5 to 7, wherein the relay control portion (40) is stored in an ABS or an ESP that detects abrupt deceleration or slip of the vehicle (1).

Technical Field

The present invention relates to an electronic control device and an exhaust brake control device, and is particularly suitable for a vehicle equipped with a diesel engine.

Background

In general, a large vehicle equipped with a diesel engine includes an exhaust valve in an exhaust pipe. The exhaust valve is operated to an open position for opening the exhaust pipe or a closed position for locking the exhaust pipe by Control of an Electronic Control Unit (ECU).

When the exhaust flap is operated in a closed position in which the exhaust pipe is locked, the rotational resistance of the engine increases due to an increase in the exhaust pressure in the exhaust pipe, and the effect of the engine brake is improved. A brake that locks the exhaust flap to enhance the operation of the engine brake is generally referred to as an exhaust brake.

Patent document 1 discloses a technique related to an exhaust damper. Specifically, an exhaust damper is disclosed that ensures a certain exhaust flow rate even when the exhaust flap is in the fully closed position by forming a hole in the butterfly valve (exhaust flap). According to the technique described in patent document 1, it is possible to reduce the cost required for managing the exhaust gas flow rate.

Disclosure of Invention

Problems to be solved by the invention

Further, the exhaust valve is not regarded as a component that should ensure the safety of the operation of the vehicle. For example, in the case where the exhaust valve is unintentionally operated at the fully closed position due to a failure of the ECU, the action of the engine brake excessively acts and rapid deceleration or slip occurs depending on the road surface state. Thus, there is a problem that the safety of the vehicle is lowered.

The present invention has been made in view of the above circumstances, and provides an electronic control device and an exhaust brake control device capable of improving the safety of a vehicle while ensuring the safety of the operation of an exhaust valve.

Means for solving the problems

In order to solve the problem, the present invention is characterized by comprising: an exhaust flap control unit (32) that transmits a control signal (S1) to an exhaust flap (19) via a relay (50) and controls the opening and closing operations of the exhaust flap (19); a relay control unit (40) that transmits a shut-off signal (S3) to the relay (50) and shuts off a signal line between the exhaust flap control unit (32) and the exhaust flap (19) by operating the relay (50); and a CPU (31) for controlling the operation of the exhaust flap control unit (32) on the basis of a position signal (S2) from the exhaust flap (19), wherein the CPU (31) monitors the operating state of the relay (50) on the basis of the control signal (S1), the position signal (S2) and the shutdown signal (S3), and determines whether or not there is a failure.

Effects of the invention

According to the present invention, it is possible to secure the safety of the operation of the exhaust valve and improve the safety of the vehicle.

Drawings

Fig. 1 is an overall configuration diagram of an intake system and an exhaust system of a vehicle.

Fig. 2A is an internal structural view of the exhaust gate control apparatus.

Fig. 2B is an internal structural view of another exhaust brake control apparatus.

Fig. 3 is a flowchart of the exhaust flap control process.

Detailed Description

One embodiment of the present invention will be described in detail below 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 suction gas i passes through the suction pipe 11, is compressed by the compressor 12a, is cooled by the intercooler 13, and is distributed to the respective gas cylinders through the suction manifold 14. The intake gas 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 integrated by the exhaust manifold 16, and then branched into the exhaust gas flowing toward the EGR device 18 and the exhaust gas flowing toward the turbine 12b through the exhaust pipe 17.

The exhaust gas e flowing in the direction of 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 reused for combustion flows toward the turbine 12 b. The exhaust gas e rotationally drives the compressor 12a connected to the turbine 12b via the turbine 12 b. Further, as a result of the intake gas i being compressed by the rotational driving of the compressor 12a, combustion in the combustion chamber is promoted. The compressor 12a and 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 details of the operation of the exhaust flap 19 will be described later, but the exhaust flap is operated in the open position at normal times and in the closed position when the exhaust shutter is operated. The exhaust gas e whose flow rate is adjusted by the exhaust valve 19 is discharged to the outside after passing through the exhaust purification device 20.

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 contained in the exhaust gas e. The urea SCR device 20b reduces nitrogen oxides contained in the exhaust gas e to nitrogen gas or water vapor harmless to the human body using an aqueous urea solution.

The vehicle 1 further includes an exhaust brake control device 100.

The exhaust gate Control device 100 includes an Electronic Control Unit (ECU) 30, a relay Control Unit 40, a relay 50, and an exhaust valve 19.

Although the case where the relay control unit 40 is provided in the ECU30 is illustrated here (fig. 1 and 2A), the present invention is not necessarily limited to this, and the relay control unit 40 may be provided in a device different from the ECU30 (fig. 2B). For example, the relay Control unit 40 may be provided inside an ABS (Antilock brake system) device or an ESP (Electronic Stability Control) device, which is another device different from the ECU 30.

The ECU30 receives signals from various sensors (not shown) provided in various portions of the vehicle 1, and also transmits control signals to various devices (not shown) provided in various portions of the vehicle 1, thereby controlling the operation of the vehicle 1 as a whole.

In particular, here, the ECU30 sends a control signal S1 to an actuator (not shown) that operates the exhaust valve 19 via the relay 50. The ECU30 can thereby operate the exhaust flap 19, which is normally in the open position, in the closed position when the exhaust gate is operated. Further, in the closed position, there are a middle position where the exhaust pipe 17 is partially locked and a full-closed position where the entire exhaust pipe 17 is locked.

The exhaust valve 19 includes a spring member (not shown) such as a return spring, and maintains the open position by the spring force of the return spring at a normal time when the control signal S1 is not transmitted. On the other hand, when the exhaust valve which has transmitted the control signal S1 is operated, the exhaust flap 19 is operated in the closed position against the spring force of the return spring.

The exhaust valve 19 is provided with a position sensor (not shown) and transmits a position signal S2 indicating the open position or the closed position to the ECU 30. The ECU30 appropriately controls the operation of the exhaust valve 19 based on the position signal S2.

The relay control unit 40 is stored in a circuit different from the circuit generating or transmitting the control signal S1 or a device (ABS, ESP, etc.) physically different from the ECU 30. In addition, the repeater control section 40 controls the operation of the repeater 50 using an independent signal line different from the signal line transmitting the control signal S1.

Specifically, the relay control unit 40 transmits a shut down signal S3 to the relay 50 and shuts down the control signal S1 from the ECU30 when an abrupt deceleration or slip is detected. Thereby, the exhaust flap 19 is operated to the open position by the spring force of the return spring.

In contrast, the relay control unit 40 does not transmit the off signal S3 and turns on the signal line connecting the ECU30 and the exhaust valve 19 at the normal time when rapid deceleration or slip is not detected. That is, the exhaust valve 19 maintains the closed position when receiving the control signal S1 from the ECU30, and maintains the open position when not receiving the control signal.

The relay control unit 40 may transmit the shutdown signal S3 when receiving a detection signal from an external device such as an ABS or an ESP that detects deceleration or slip, or may transmit the shutdown signal S3 when the relay control unit 40 itself detects rapid deceleration or slip.

The relay 50 is disposed between the ECU30 and the exhaust valve 19, and is connected between the ECU30 and the exhaust valve 19 so as to be able to communicate. In addition, the relay 50 is connected to the relay control section 40 through another signal line different from the signal line between these ECUs 30 and the exhaust valve 19. The relay 50 is operated by the control of the relay control unit 40 so as to turn on the signal line at a normal time and turn off the signal line at a rapid deceleration or slip.

Fig. 2A shows the internal structure of the exhaust gate control apparatus 100.

As described above, the exhaust brake control apparatus 100 includes the ECU30, the relay 50, and the exhaust flap 19. The ECU30 includes a CPU (Central Processing Unit) 31, an H-bridge circuit 32, and a relay control Unit 40.

The CPU 31 generally controls the operation of the ECU 30. Here, in order to control the operation of the exhaust flap 19, the CPU 31 receives the position signal S2 from the exhaust flap 19, and based on the position signal S2, transmits instruction signals S1A and S3A to the H-bridge circuit 32 and the relay controller 40 in a case where the open/close position of the exhaust flap 19 should be controlled.

The H-bridge circuit 32 functions as an exhaust flap control section, and transmits a control signal S1 for controlling the open/close position of the exhaust flap 19 based on an instruction signal S1A from the CPU 31. The control signal S1 is sent to an actuator (not shown) via the relay 50. The actuator causes operation in the closed position with the exhaust flap 19 in the open position based on the control signal S1.

The relay control section 40 transmits a shutdown signal S3 that controls the operation of the relay 50 based on the instruction signal S3A from the CPU 31. The repeater 50, when receiving the shut down signal S3, shuts down the signal line connecting the ECU30 and the exhaust flap 19 regardless of whether the control signal S1 is sent, thereby shutting down the control signal S1 from the H-bridge circuit 32.

In practice, the relay control unit 40 is, for example, a low-side switch. The low-side switch is switched ON (ON) upon receiving an instruction signal S3A from the CPU 31. In this case, since one end of the coil of the relay 50 is connected to the CPU 31 via the H-bridge circuit 32 and the other end of the coil is connected to the low-side switch, a current flows through the coil of the relay 50 when the low-side switch is switched on.

Thus, when a current path (the CPU 31, the H-bridge circuit 32, the relay 50, the low-side switch, the CPU 31) is formed and a current flows through the coil of the relay 50, the relay 50 operates to turn off the control signal S1.

In addition, the CPU 31 in the present embodiment monitors the operating condition of the repeater 50 based on the instruction signal S1, the position signal S2, and the shutdown signal S3 or the load information S4 from the H-bridge circuit 32. The load information S4 is a diagnostic result showing normality/abnormality generated based on the potential information.

For example, if the potential of the terminal connected to the relay 50 among the terminals of the H-bridge circuit 32 originally fluctuates within 0V to 24V at normal times but is constant at 5V, the H-bridge circuit 32 generates a diagnosis result indicating an abnormality (broken line) as the load information S4. For example, when the interrupt signal S3 is transmitted, if a constant potential such as 5V is originally detected but the potential varies within 0V to 24V, a diagnostic result indicating an abnormality (fixed state) is generated as the load information S4. The CPU 31 can monitor the operating condition of the repeater 50 and determine the presence or absence of a failure based on the load information S4.

In addition, the CPU 31 may also monitor the operating condition of the repeater 50 based on the control signal S1, the position signal S2, and the off signal S3, without depending on the load information S4. For example, when the instruction signal S1 and the off signal S3 are transmitted, the CPU 31 can determine that the relay 50 is abnormal (fixed) when the position signal S2 is in the "off" position although the exhaust valve 19 should be in the "on" position.

Fig. 2B shows the internal structure of another exhaust gate control apparatus 100B.

The other exhaust gate control device 100B is different from the exhaust gate control device 100 of fig. 2A in that it includes an external ECU60 having a housing different from that of the ECU30 and the relay control unit 40 is provided inside the external ECU 60.

Hereinafter, only the differences will be described, and the same components as those of the exhaust gate control apparatus 100 of fig. 2A will be denoted by the same reference numerals and will not be described.

The external ECU60 is an ECU that detects abrupt deceleration or slip of the vehicle 1, and is, for example, an ABS or an ESP. The CPU 61 of the external ECU60 transmits an instruction signal S3A to the relay control section 40 when detecting abrupt deceleration or slip of the vehicle 1.

Upon receiving the instruction signal S3A, the relay control unit 40 transmits the shutdown signal S3 for controlling the operation of the relay 50 as described above, and shuts down the control signal S1 from the ECU30 (H-bridge circuit 32).

Actually, a battery, not shown, is connected to one end of the coil of the relay 50. On the other hand, the other end of the coil is connected to the relay control unit 40, and the relay control unit 40 operates in an on state when receiving the instruction signal S3A from the CPU 61.

This forms a current path (battery, relay 50, relay control unit 40, CPU 61) and a current flows through the coil of relay 50. In this case, the repeater 50 operates to be able to turn off the control signal S1.

Further, the CPU 31 in the present embodiment monitors the operating condition of the relay 50 based on the load information S4 and determines whether or not there is a failure, and then transmits the monitoring result S5 to the CPU 61 of the external ECU 60. Thus, even in the case where the relay control unit 40 that controls the operation of the relay 50 is stored in the external ECU60 of a housing different from the ECU30, the operation state of the relay 50 can be confirmed.

Fig. 3 shows a flowchart of the exhaust flap control process. The exhaust flap control process is executed by the ECU30 (CPU 31) of the exhaust gate control apparatus 100. In addition, it is suitably performed in the case of operating the exhaust damper.

First, when the exhaust gate is operated, the ECU30 transmits a control signal S1 to the actuator of the exhaust flap 19 to operate the exhaust flap 19 at the closed position (SP 1).

Next, the ECU30 determines whether abrupt deceleration or slip of the vehicle 1 is detected (SP 2). As a method for detecting deceleration or slip by ECU30, for example, there is a method of detecting deceleration or slip by receiving a detection signal from an ABS that detects deceleration or slip.

When the ECU30 obtains a negative result in the judgment of step SP2 (SP 2: NO), it proceeds to step SP 4. In contrast, when the ECU30 obtains an affirmative result in the determination at step SP2 (SP 2: YES), it is determined whether or not the detected amount of deceleration or slip is equal to or greater than a predetermined value (SP 3).

When the ECU30 obtains a negative result in the determination at step SP3 (SP 3: NO), it proceeds to step SP1 and repeats the above-described processing. In contrast, when the ECU30 obtains an affirmative result in the determination of step SP3 (SP 3: YES), it transmits an instruction signal S3A to the relay control unit 40, and transmits a shutdown signal S3 to the relay 50 via the relay control unit 40 (SP 4).

Next, the ECU30 determines whether the operation condition of the relay 50 is normal (SP 5). The monitoring of the operating condition of the repeater 50 is based on the control signal S1, the position signal S2, and the shutdown signal S3 or on the load information S4.

When the ECU30 obtains a positive result in the judgment of step SP5 (SP 5: YES), it proceeds to step SP 10. In contrast, when the ECU30 obtains a negative result in the judgment of the step SP5 (SP 5: NO), since the operating condition of the relay 50 is not normal, a failure of the relay 50 is notified (SP 6). Also, since the exhaust flap 19 is not operated in the open position even if the shut-off signal S3 is transmitted, the ECU30 stops transmitting the control signal S1 (SP 7).

And the ECU30 determines whether the position of the exhaust flap 19 is in the open position in a state where the off signal S3 is transmitted and the control signal S1 is stopped. (SP 8).

When the ECU30 obtains a positive result in the judgment of step SP8 (SP 8: YES), it proceeds to step SP 10. In contrast, when the ECU30 obtains a negative result in the determination at step SP8 (SP 8: NO), it determines that the exhaust valve 19 is in the abnormal state at the closed position even in the state where the shutoff signal S3 and the stop control signal S1 are transmitted, and notifies the ECU30 or the exhaust valve 19 of a failure (SP 9).

Then, the ECU30 transmits information of the operating condition (normal or abnormal) of the relay 50 to other devices as necessary (SP 10), and ends the present process.

The exhaust flap control process up to this point is similarly executed in the other exhaust gate control device 100B. In this case, the processing contents or the processing subjects in the respective steps are partially different. For example, in the case where the ECU30 transmits the control signal S1 to the exhaust valve 19 in step SP1, if the external ECU60 detects deceleration or a slip in step SP2, it may be assumed that the external ECU60 transmits the shut-off signal S3 by proceeding to step SP 4.

As described above, according to the present embodiment, the H-bridge circuit 32 is provided as the exhaust flap control unit that controls the opening and closing operation of the exhaust flap 19, and the relay control unit 40 is provided as a separate circuit different from the H-bridge circuit 32.

Also, the relay control portion 40 independently controls the operation of the relay 50 disposed between the ECU30 and the exhaust valve 19, thereby enabling the control signal S1 sent from the H-bridge circuit 32 for the exhaust valve 19 to be turned off.

In addition, the CPU 31 monitors the operating condition of the relay 50 based on the instruction signal S1, the position signal S2, and the off signal S3, or the load information S4, so that the monitoring result S5 is transmitted to an external machine such as the external ECU60 as needed.

Thus, when abrupt deceleration or slip of the vehicle 1 is detected, the control signal S1 sent from the ECU30 can be forcibly turned off. In this case, the exhaust valve 19 is prevented from being unintentionally maintained in the closed position due to a failure of the ECU30, and the safety of the operation of the exhaust valve 19 can be ensured. In addition, since it is made possible to monitor whether or not the control signal S1 can be forcibly turned off, further safety of the operation of the exhaust flap 19 can be ensured. The safety of the vehicle can be improved.