阅读说明：本技术 具有集成冷却剂控制阀的车辆及用于该车辆的控制方法 (Vehicle with integrated coolant control valve and control method for the vehicle ) 是由 朴成奎 边贞燮 于 2018-11-29 设计创作，主要内容包括：本发明提供了具有集成冷却剂控制阀的车辆及用于该车辆的控制方法。一种用于设置有集成冷却剂控制阀的车辆的控制方法,包括：通过控制器执行所述集成冷却剂控制阀的故障诊断；当所述控制器确定所述集成冷却剂控制阀有故障时,通过控制器确定位置传感器是否有故障,所述位置传感器测量凸轮的位置并输出对应的位置输出；当所述控制器确定所述位置传感器有故障时,通过操作所述集成冷却剂控制阀将用于打开和关闭多个阀的所述凸轮移动到最大位置；通过所述控制器停止所述集成冷却剂控制阀的操作；以及根据所述凸轮的位置,通过所述控制器的控制来限制发动机的扭矩输出。(A control method for a vehicle provided with an integrated coolant control valve includes performing a fault diagnosis of the integrated coolant control valve by a controller, determining whether a position sensor, which measures a position of a cam and outputs a corresponding position output, is faulty when the controller determines that the integrated coolant control valve is faulty, moving the cam for opening and closing a plurality of valves to a maximum position by operating the integrated coolant control valve when the controller determines that the position sensor is faulty, stopping the operation of the integrated coolant control valve by the controller, and limiting a torque output of an engine by control of the controller according to the position of the cam.)

1, a control method for a vehicle provided with an integrated coolant control valve, the control method comprising:

performing, by a controller, a fault diagnosis of the integrated coolant control valve;

determining, by the controller, whether a position sensor that measures a position of a cam and outputs a corresponding output signal is faulty when the controller determines that the integrated coolant control valve is faulty;

moving the cam for opening and closing a plurality of valves to a maximum position by operating the integrated coolant control valve when the controller determines that the position sensor is faulty;

stopping, by the controller, operation of the integrated coolant control valve; and

limiting a torque output of an engine by control of the controller according to the measured position of the cam.

2. The control method according to claim 1, wherein the maximum position is a position at which a valve of the plurality of valves that communicates with a radiator is opened.

3. The control method according to claim 1, further comprising:

if the controller determines that the position sensor is not malfunctioning, the integrated coolant control valve is actuated to move the cam to a set position in accordance with control of the controller.

4. The control method according to claim 3, wherein the set position corresponds to a portion where the radiator is maximally opened.

5. The control method according to claim 1, wherein the step of determining whether the position sensor is faulty includes:

measuring a position of the cam using the position sensor;

measuring a coolant temperature using a water temperature sensor; and

comparing, by the controller, the measured coolant temperature to the measured position of the cam to determine whether the position sensor is faulty.

6. The control method according to claim 1,

if the position sensor is faulty, the step of limiting the torque output of the engine is performed assuming that the position of the cam is the maximum position.

7. The control method according to claim 1,

the step of limiting the torque output of the engine according to the position of the cam according to the output signal of the position sensor is performed if the position sensor is not malfunctioning.

8. The control method according to claim 1,

the step of limiting the torque output of the engine is performed according to a preset map.

9, A vehicle provided with an integrated coolant control valve, the vehicle comprising:

an integrated coolant control valve including a plurality of coolant passages for supplying coolant to a plurality of heat exchange elements having radiators, a plurality of valves for selectively opening the plurality of coolant passages, respectively, a plurality of tracks formed on the cam for urging the plurality of valves to be opened, respectively, and a motor for selectively rotating the cam;

a vehicle operating state detecting section including a coolant temperature sensor for measuring a coolant temperature and outputting a corresponding temperature output signal, a position sensor for measuring a rotational position of the cam and outputting a corresponding position output signal, and an accelerator pedal sensor for measuring an operating angle of an accelerator pedal and outputting a corresponding angle output signal;

an engine including an injector for injecting fuel; and

a controller for controlling operations of the integrated coolant control valve and the injector in accordance with an output signal of the vehicle operating state detecting portion,

wherein the controller performs a fault diagnosis of the integrated coolant control valve, determines whether the position sensor is faulty when the controller determines that the integrated coolant control valve is faulty, and moves the cam to a maximum position by operating the integrated coolant control valve when the controller determines that the position sensor is faulty.

10. The vehicle according to claim 9, wherein,

if the controller determines that the position sensor is not malfunctioning, the controller actuates the integrated coolant control valve to move the cam to a set position.

11. The vehicle according to claim 10, wherein,

after operating the integrated coolant control valve, the controller stops operation of the integrated coolant control valve.

12. The vehicle according to claim 11, wherein,

the controller limits operation of the injector by applying the position output signal and the angle output signal of the accelerator pedal sensor to a set torque limit map after stopping operation of the integrated coolant control valve.

Technical Field

The disclosed integrated coolant control valve and method may protect the engine in the event of a failure/failure of the integrated coolant control valve.

Background

The engine releases thermal energy while generating torque based on combustion of fuel. The engine coolant absorbs thermal energy while circulating through the engine, the heater, and the radiator, and releases the thermal energy to the outside.

When the temperature of the coolant of the engine is low, the viscosity of the oil may increase, thereby increasing friction and fuel consumption. The temperature of the exhaust gas may be gradually increased to lengthen the time for which the catalyst is activated, which degrades the quality of the exhaust gas. In addition, as the time required for the function of the heater to be standardized increases, the driver may feel discomfort.

When the coolant temperature is excessively high, knocking may occur and the performance of the engine may be deteriorated due to adjustment of the ignition timing for suppressing the knocking. In addition, when the temperature of the lubricant is excessively high, the viscosity is reduced, so that the lubricating performance may be deteriorated.

Cooling systems such as integrated coolant control valves (or integrated thermal management valves or integrated thermal management systems) are being developed as configurations for supplying cooling water for engines and other heat exchange elements.

However, if the cooling system does not respond correctly to the fault, there is a risk that the engine may be damaged due to overheating of the engine.

The above information disclosed in the background section is only for enhancement of understanding of the background of the disclosure. Accordingly, the background may contain information that does not form the prior art that is known to those of ordinary skill in the art.

Disclosure of Invention

The present invention has been made in an effort to provide a vehicle including an integrated coolant control valve and a control method for the vehicle having the advantage of protecting the engine in the event of a failure/malfunction of the integrated coolant control valve.

control methods according to an embodiment of the present disclosure may be applied to a vehicle provided with an integrated coolant control valve, and the control methods may include performing a fault diagnosis of the integrated coolant control valve by a controller, determining whether a position sensor, which measures a position of a cam and outputs a corresponding output signal, is faulty when the controller determines that the integrated coolant control valve is faulty, moving the cam for opening and closing a plurality of valves to a maximum position by operating the integrated coolant control valve when the controller determines that the position sensor is faulty, stopping the operation of the integrated coolant control valve by the controller, and limiting a torque output of an engine by the control of the controller according to the measured position of the cam.

The maximum position may be a position at which a valve of the plurality of valves that communicates with the radiator is opened.

The control method may further include: if the controller determines that the position sensor is not malfunctioning, the integrated coolant control valve is actuated to move the cam to a set position in accordance with control of the controller.

The set position may correspond to a portion where the radiator is maximally opened.

The step of determining whether the position sensor is faulty comprises: measuring a position of the cam using the position sensor; measuring a coolant temperature using a water temperature sensor; and comparing, by the controller, the measured coolant temperature with the measured position of the cam to determine whether the position sensor is faulty.

The step of limiting the torque output of the engine may be performed if the position sensor is faulty, assuming that the measured position of the cam is a maximum position.

The step of limiting the torque output of the engine may be performed according to the measured position of the cam according to an output signal of the position sensor if the position sensor is not malfunctioning.

The step of limiting the torque output of the engine may be performed according to a preset map.

types of vehicles provided with an integrated coolant control valve according to an embodiment of the present disclosure may include an integrated coolant control valve including a plurality of coolant passages for supplying coolant to a plurality of heat exchange elements having a radiator, a plurality of valves for selectively opening the plurality of coolant passages, respectively, a cam on which a plurality of tracks are formed for urging the plurality of valves to open the plurality of valves, respectively, and a motor for selectively rotating the cam.

If the controller determines that the position sensor is not malfunctioning, the controller may actuate the integrated coolant control valve to move the cam to a set position.

After operating the integrated coolant control valve, the controller may stop operation of the integrated coolant control valve.

After stopping the operation of the integrated coolant control valve, the controller may limit the operation of the injector by applying the current cam position and the angle output signal of the accelerator pedal sensor to a set torque limit map.

The integrated coolant control valve and the control method thereof may protect an engine failure due to overheating when the integrated coolant control valve malfunctions or fails.

Drawings

Fig. 1 is a block diagram of a control system applicable to a control method according to an embodiment of the present disclosure.

Fig. 2 is a partially exploded perspective view of an integrated coolant control valve that may be applied to a control method according to an embodiment of the present disclosure.

Fig. 3 is a graph illustrating an operation mode of an integrated coolant control valve applicable to a control method according to an embodiment of the present disclosure.

FIG. 4 is a flow chart of a control method according to an embodiment of the present disclosure for a vehicle provided with an integrated coolant control valve.

Fig. 5 is a flowchart of fault diagnosis of an integrated coolant control valve applicable to a control method according to an embodiment of the present disclosure.

The following reference numbers and elements are marked in the drawings and the entire written description.

10: vehicle operation state detection unit

12: coolant temperature sensor

14: position sensor 16: accelerator pedal sensor

18: oil temperature sensor 20: intake air temperature sensor

22: vehicle speed sensor 30: ejector

40: igniter

125: integrated coolant control valve

215a th bar 215b second bar

215c, third rod 220a, th valve

220 b: second valve 230 c: third valve

300: the controller 305: motor with a stator having a stator core

310: gear box

Detailed Description

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

In addition, portions irrelevant to the description are omitted to clearly describe the embodiments of the present disclosure. Further, like reference numerals denote like elements throughout the specification.

In the following description, since names of components are the same, the names of the components are divided into th, second, etc. to divide the names.

Fig. 1 is a block diagram of a control system applicable to a control method according to an embodiment of the present disclosure. Fig. 2 is a partially exploded perspective view of an integrated coolant control valve that may be applied to a control method according to an embodiment of the present disclosure.

Referring to fig. 1 and 2, the cooling system according to the embodiment of the present disclosure includes a controller 300 for controlling the integrated coolant control valve 125 and the injector 30 of the engine according to an output signal of the vehicle operation state detection portion 10.

The vehicle operating state detecting portion 10 includes a coolant temperature sensor 12 for detecting the temperature of the coolant and outputting a corresponding temperature signal. The vehicle operating state detecting portion 10 further includes a position sensor 14 and an accelerator pedal sensor 16 for detecting an operating angle of an accelerator pedal and outputting a corresponding angle signal. The vehicle operating state detecting portion 10 further includes an oil temperature sensor 18 for detecting an engine oil temperature and outputting a corresponding oil temperature signal, and an intake air temperature sensor 20 for detecting an intake air temperature and outputting a corresponding intake air temperature signal. The vehicle operating state detecting portion 10 further includes a vehicle speed sensor 22 for detecting a speed of the vehicle and outputting a corresponding speed signal.

The position sensor 14 detects a rotational position of the cam 210 described later and outputs a corresponding position signal.

The controller 300 may be implemented as or more microprocessors operated by a predetermined program, which may include the series of commands for executing embodiments of the present disclosure.

The controller 300 controls the operations of the integrated coolant control valve 125 and the injector 30 in a plurality of operation modes set in advance based on the vehicle operation information sent from the vehicle operation state detection portion 10.

Further, in the case where the engine is a gasoline engine, the engine may further include an igniter 40, and the controller 300 may control the operation of the igniter 40.

Referring to fig. 2, the integrated coolant control valve 125 includes a cam 210, a plurality of rails formed on the cam 210, a plurality of rods contacting the rails, a plurality of valves connected to the rods, and an elastic member biasing the valves. These valves may close the coolant passages.

A plurality of levers (e.g., a first lever 215a, a second lever 215b, and a third lever 215c) are disposed at a lower portion of the cam 210 such that the first lever 215a, the second lever 215b, and the third lever 215c contact the th, the second, and the third rails 320a, 320b, and 320c, respectively, and are movable downward according to a rotational position of the cam 210.

In addition, the elastic members include, for example, three elastic members, i.e., th, second, and third elastic members 225a, 225b, and 225c to elastically support the th, second, and third levers 215a, 215b, and 215c, respectively, in this case, the opening ratio of each of the passages 230a, 230b, and 230c is controlled according to the rotational position of the cam 210.

The controller 300 receives vehicle operating conditions (e.g., coolant temperature, ambient air temperature, a rotational position signal of the position sensor 14 that detects a rotational position of the cam 210, etc.) and controls operation of the motor 305. The motor 305 changes the rotational position of the cam 210 through the gear box 310.

The position sensor 14 may be a sensor that directly detects the rotational position of the cam 210. Alternatively, the controller 300 may indirectly calculate the rotational position of the cam 210 by detecting a rotating portion of the motor 305 through a resolver (not shown).

The th coolant path 230a is in fluid communication with, for example, a radiator, the second coolant path 230b is in fluid communication with, for example, a heat exchange element including an EGR cooler, and the third coolant path 230c is in fluid communication with, for example, an engine block.

It should be understood that the integrated coolant control valve is not limited to the integrated coolant control valve shown in fig. 2. The integrated coolant control valve may employ any known configuration of thermal management module capable of opening and closing at least three coolant passages.

Fig. 3 is a graph illustrating an operation mode of an integrated coolant control valve applicable to a control method according to an embodiment of the present disclosure.

Referring to fig. 3, each operation mode of the cooling system according to the embodiment of the present disclosure is described.

In fig. 3, the horizontal axis represents the rotational position of the cam 210. The vertical axis represents the valve lift (or movement distance) of the corresponding valves 220a, 220b, and 220 c.

The controller 300 controls the operation of the integrated coolant control valve 125 according to the output signal of the vehicle operating state detecting portion 10 to close or partially open the th coolant passage 230a, the second coolant passage 230b, and the third coolant passage 230c in this case, th and second modes of closing or partially opening valves may be implemented to achieve appropriate warming or cooling of the cooling system during a cooling or warming operation of the vehicle.

The controller 300 controls the operation of the integrated coolant control valve 125 according to the output signal of the vehicle operation state detection portion 10 such that the th, second, and third cooling water or coolant passages 230a, 230b, and 230c are opened, in this case, a third mode of opening all of the th, second, and third coolant passages 230a, 230b, and 230c may be implemented to achieve maximum cooling of the cooling system during a high temperature driving state of the vehicle.

The controller 300 controls the operation of the integrated coolant control valve 125 according to the output signal of the vehicle operation state detection portion 10 such that the opening ratio of the th, second, and third cooling water or coolant passages 230a, 230b, and 230c is controlled, in this case, the fourth or fifth mode for controlling the amount or degree of the opening ratio of the th, second, and third coolant passages 230a, 230b, and 230c may be implemented.

The cooling system according to the embodiment of the present disclosure is not limited to the above-described five modes. Various modifications are possible depending on the type of engine, the type of cooling water or coolant, the driving environment of the vehicle, and the like.

In the fifth mode, the th coolant passage 230a, the second coolant passage 230b, and the third coolant passage 230c are all open.

FIG. 4 is a flow chart of a control method according to an embodiment of the present disclosure for a vehicle provided with an integrated coolant control valve. Fig. 5 is a flowchart of fault diagnosis of an integrated coolant control valve applicable to a control method according to an embodiment of the present disclosure.

Hereinafter, a control method of a vehicle equipped with an integrated coolant control valve according to an embodiment of the present disclosure will be described with reference to fig. 4 and 5.

The controller 300 performs the fault diagnosis of the integrated coolant control valve 125 (S10). When the controller 300 determines that the integrated coolant control valve 125 is malfunctioning (S20), the controller 300 determines whether the position sensor 14 is malfunctioning. The position sensor 14 measures the position of the cam 210 and outputs a corresponding position signal or output signal (S30). When the controller 300 determines that the position sensor 14 has failed in S30, the controller 300 controls the operation of the integrated coolant control valve 125 to move the cam 210 for opening and closing the plurality of valves 220a, 220b, and 220c to the maximum position (S40). Then, the controller 300 stops the operation of the integrated coolant control valve 125 (S60) and limits the torque output of the engine according to the position of the cam 210 (S70).

In this case, the failure diagnosis of the integrated coolant control valve 125 at S10 may be various types of failure diagnoses of the components of the integrated coolant control valve 125 (such as the motor 305, the cam 210, the oil temperature sensor 18, and the controller 300). Specific methods and the like should be known to those of ordinary skill in the art, and detailed description thereof has been omitted.

The maximum position is a position at which a valve communicating with the radiator of the plurality of valves 220a, 220b, and 220c is opened.

In other words, referring to fig. 3, the maximum position may be, for example, about 300 degrees of rotation of the cam 210, and at this time, a valve communicating with a plurality of heat exchange elements including at least a radiator may be opened.

In the event of a failure of the position sensor 14, since the exact position of the cam 210 may not be known, the cam 210 moves to the maximum position so that minimum cooling may be performed.

The maximum position is the maximum position at which the cam 210 is movable, and the controller 300 supplies power to the motor 305 to rotate the cam 210 to the maximum position. In the drawings, the maximum position is about 300 degrees, but the present disclosure is not limited thereto.

Referring to fig. 5, the step of determining whether the position sensor 14 is faulty includes: measuring the position of the cam 210 using the position sensor 14 (S110); measuring a coolant temperature using the coolant temperature sensor 12 (S120); and comparing the measured coolant temperature with the measured cam position (i.e., the output value of the sensor 14) by the controller 300 to determine whether the position sensor 14 is out of order (S130).

For example, the controller 300 may compare information including a standard map of the position of the cam 210 and the coolant temperature with the output of the coolant temperature sensor 12 (i.e., the temperature signal) and the output of the position sensor 14 (i.e., the position signal) to determine whether the position sensor 14 is malfunctioning.

If the output value of the coolant temperature sensor 12 corresponds to the output value of the position sensor 14 as compared with the standard map, the controller 300 determines that the position sensor 14 is in the normal state (S140). If the output value of the coolant temperature sensor 12 does not correspond to the output value of the position sensor 14 as compared with the standard map (S150), the controller 300 determines that the position sensor 14 is in an abnormal state (S140).

Referring to fig. 4, if the controller 300 determines that the position sensor 14 is not malfunctioning, the controller 300 actuates the integrated coolant control valve 125 to move the cam 210 to the set position (S50).

The set position corresponds to a portion where the radiator is maximally opened.

For example, referring to fig. 3, the set position may correspond to the third mode. That is, when the integrated coolant control valve 125 is malfunctioning and the position sensor 14 is in a normal state, the valve communicating with the radiator is maximally opened, thereby preventing the engine from overheating.

After moving the cam 210 to the maximum position (S40) or moving the cam 210 to the set position (S50), the controller 300 stops the operation of the integrated coolant control valve 125 (S60). For example, power for operating the integrated coolant control valve 125 is cut off according to the control of the controller 300.

If the position sensor 14 is faulty, the step of limiting the torque output of the engine may be performed assuming that the position of the cam 210 is the maximum position (S70). That is, as described above, when the position sensor 14 is out of order, the cam 210 is assumed to be at the maximum position. The operation of the engine is controlled so that the engine does not overheat. For example, the controller 300 controls the fuel injection amount of the injector 30 by applying the output signal of the accelerator pedal sensor 16 and the output signal of the vehicle speed sensor 22 to a preset limit map. In the case of a gasoline engine, the controller 300 also controls the operation of the igniter 40. The limit map for limiting the torque output of the engine may be preset through experimentation as a map for preventing the engine from overheating.

If the position sensor 14 is not malfunctioning, the step of limiting the torque output of the engine according to the position of the cam 210 based on the output signal of the position sensor 14 may be performed (S70). If the position sensor 14 is not malfunctioning, the position of the cam 210 is known. Therefore, the controller 300 controls the fuel injection amount of the injector 30 by applying the positions of the cam 210, the accelerator pedal sensor 16, and the vehicle speed sensor 22 to the limit map for preventing the engine from overheating.

While the disclosure has been described in connection with what is presently considered to be practical embodiments, it is to be understood that the disclosure is not limited to the disclosed embodiments. On the contrary, the disclosure is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.