Abstract:
An apparatus for controlling a plurality of actuators that assists in controlling the operation of a motorized vehicle. The apparatus includes a centralized actuator control module that is positioned remotely from an engine control unit. The centralized actuator control module includes a processor that is configured to control the operation of the actuators. The apparatus may include a first communication cable that is configured to deliver information between the centralized actuator control module and the engine control unit. An actuator communication cable may be configured to deliver power from the centralized actuator control module to one or more of the plurality of actuators. The apparatus may include a second communication cable configured to deliver sensed data to the centralized actuator control module that the centralized actuator control module uses to determine whether to operate one or more of the actuators.

Description:
BACKGROUND 
       [0001]    An engine control unit (ECU) is often used to control various operations of a motorized vehicle. For example, an ECU may control the operation of a vehicle&#39;s internal combustion engine, such, as, for example, by controlling the rate or amount of fuel that is supplied through a fuel injector to a combustion chamber, the air-to-fuel ratio, ignition timing, and idle speed, among other controls. 
         [0002]    The ECU typically receives data or signals from a number of different components, such as, for example, sensors. For example, the ECU may receive data indicating the sensed temperature of engine coolant at a particular location along the engine coolant system, or the distance that a driver has depressed or displaced the accelerator. The ECU also transmits data or instructions to various engine and/or vehicle components. Such transmissions are often used to control the operation of actuators and other control devices, such as, for example, relays, solenoids, or motors, including stepper motors, BLDC motors, and PMDC motors. Further, the actuators may be electro-pneumatic, electro-hydraulic, or electronic. For example, instructions from the ECU to the actuator may be used to have the actuator change the position of a valve that is operably connected to the actuator, including, for example, valves that control the amount or rate of fuel passing through a fuel injector or the air-to-fuel ratio of the fuel mixture being combusted. Yet, typically, the ECU processors or microcontrollers are set for specific functions with minimal input/output (I/O) being available to run additional valves and/or actuators. 
         [0003]    ECUs typically have a relatively large number of I/O ports. Such I/O ports are connected to a number of wires or other electrical connections that allow for the transmission and/or receipt of data between the ECU and the connected engine and vehicle components. However, the number of I/O ports on the ECU is typically limited to the physical size of the ECU&#39;s housing. Therefore, increasing the number of I/O ports to accommodate new or additional components or sensors typically requires enlarging the size of the ECU housing. However, an increase in the number of components connected to the ECU through the I/O ports often also requires increasing the number of microprocessors or other associated electronics in the ECU that are needed to drive the actuators being controlled by the ECU, which may also further increase the size and complexity of the ECU. 
         [0004]    Further, having a relatively large number of I/O ports on the ECU and the associated electrical components in the ECU may adversely impact the overall performance of the ECU. For example, as the number of components connected to the ECU, and the associated processing requirements within the ECU increases, so does the potential for electromagnetic (EMC) and/or radio frequency (RF) interference in the ECU, as well as the complexity of the ECU being able to deal with such interference. Moreover, driving actuators may require relatively high driving currents that can cause RF/EMC interference if not managed accordingly. Such RF/EMC management at high driving currents typically requires large components that might drive the real estate requirement on the ECU to sizes not easily packagable. Additionally, the complexity of the ECU&#39;s ability to deal with load dumps associated with changes in voltage across the ECU may also increase. Such challenges may only be further exacerbate when the number of I/O ports on the ECU are increase to accommodate new or additional engine control or operation features. 
         [0005]    Additionally, the ECU is typically positioned at a location that prevents or minimizes the ECU&#39;s exposure to temperatures or other engine operating conditions that may adversely impact the performance of the ECU, or may accelerate any deterioration in the physical condition of the ECU. However, as the ECU may be connected to various engine components located at different positions in the engine compartment or vehicle, long, and in some instances, multiple, communication wires, harnesses, or other complex connectors many be required for the ECU to communicate with the various components. At least a portion of these cables, harness, or connectors may therefore be located at, or pass, portions of the engine compartment or vehicle that are subjected to harsh operational or environmental conditions, which may accelerate the deterioration in their physical condition. 
       BRIEF SUMMARY 
       [0006]    Embodiments depicted herein provide an apparatus for controlling at least one actuator. The apparatus includes a centralized actuator control module that is positioned remotely from an engine control unit. The centralized actuator control module includes a processor that is configured to control the operation of the at least one actuator. The apparatus also includes an actuator cable that is configured to deliver power from the centralized actuator control module to the at least one actuator to drive the operation of the at least one actuator. 
         [0007]    Another embodiment provides an apparatus for controlling a plurality of actuators that assist in controlling the operation of a motorized vehicle. The apparatus includes a centralized actuator control module that is positioned remotely from an engine control unit. The centralized actuator control module includes a processor to control the operation of the plurality of actuators. The apparatus also includes a first communication cable that is configured to deliver information between the centralized actuator control module and the engine control unit. Additionally, the apparatus may further include a power cable that is configured to deliver power to the centralized actuator control module. Further, the apparatus may include an actuator communication cable that is configured to deliver power from the centralized actuator control module to one or more of the plurality of actuators to drive the operation of at least one of the plurality of actuators. 
         [0008]    Another embodiment provides an apparatus for controlling a plurality of actuators that assist in controlling the operation of a motorized vehicle. The apparatus includes an engine control unit and a centralized actuator control module. The centralized actuator control module is positioned remotely from the engine control unit. Further, the centralized actuator control module has a processor that is configured to control the operation of the plurality of actuators. The apparatus also includes a first communication cable that is configured to deliver information between the centralized actuator control module and the engine control unit. Additionally, the apparatus includes an actuator communication cable that is configured to deliver power from the centralized actuator control module to one or more of the plurality of actuators. The apparatus further includes a second communication cable that is configured to deliver sensed data to the centralized actuator control module. The sensed data may be used by the centralized actuator control module to determine whether to operate at least one of the plurality of actuators. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]      FIG. 1  illustrates an exemplary schematic of a communication system having a centralized actuator control module for controlling fluid and gas modulation in internal combustion engines. 
       
    
    
     DETAILED DESCRIPTION 
       [0010]      FIG. 1  illustrates an exemplary schematic of a communication system  100  having a centralized actuator control module (CACM)  102  for controlling fluid and gas modulation in internal combustion engines. As shown, the CACM  102  is positioned remotely from the ECU  104 . Thus, the CACM  102  and ECU  104  may communicate through a first communication cable  106 , which may include one or more controller area network (CAN), pulse width-modulation, FlexRay™, LIN, or RS-232 cables, or involve communication via Bluetooth or any other electronics communication bus. The ECU may also be connected to an ECU communication cable  108 , which may transmit data to or from the ECU  104  and other components within the engine or vehicle. 
         [0011]    According to certain embodiments, the CACM  102  includes a processor that is configured to interpret data or instructions received by the CACM  102  from the ECU  104 . Additionally, the main processor of the CACM  102  is also configured to interpret data or instructions received via a second communication cable  111 . The second communication cable  111  may be operably connected to sensors positioned in various locations of the engine, vehicle, and/or other control modules. For example, the second communication cable  111  may be operably connected to a sensor that provides data indicating the displacement or position of an accelerator pedal that has been depressed by a user. According to certain embodiments, the second communication cable  111  may be the same type of cable used by the first communication cable  106 . 
         [0012]    By removing the circuitry associated with controlling the particular actuators from the ECU  102  to the CACM  102 , the design of the ECU  104  may be simplified. Additionally, such a modification may also reduce the physical size of the ECU  104 . Further, the configuration of the CACM  102  may be simplified, as the CACM  102  may have only the circuitry, software, and firmware necessary to support the particular type(s) of actuator(s) that the CACM  102  is actually controlling. More specifically, only the circuits required for the applications being controlled by the CACM  102  need to be populated, which may thereby allow for the PCB layout to be optimized for the particular applications being controlled by the CACM  102 . Moreover, such a design may allow for a single processor to control the various actuators  112 ,  114 ,  116 ,  118 ,  120 , as opposed to having an ECU with multiple processors for different actuators. Thus, the design may provide for the use of a processor that is configured for a larger variety of functions, such as driving a variety of different actuators, than the processors often used in current ECU devices. 
         [0013]    Such a configuration also allows the CACM  102  to use uniform controls or protocols to address potential electromagnet (EMC) and radio frequency (RF) interference or load dump requirements for the CACM  102  and associated actuators. Moreover, actuators or other motor drivers generally require relatively high driving current, and thus the PCB of the CACM  102  may be specifically designed to accommodate such a function. 
         [0014]    The CACM  102  is also configured to receive power through a power cable  110 . The power may be delivered from the vehicle&#39;s or engine&#39;s battery or electrical system. This power may be used at least in part for the operation of the microprocessor in the CACM  102 , as well as to drive the actuators  112 ,  114 ,  116 ,  118 ,  120  that are controlled by the CACM  102 . 
         [0015]    As shown in  FIG. 1 , the CACM  102  is operably connected to one or more actuators  112 ,  114 ,  116 ,  118 ,  120  by an actuator communication cable  113 . The actuators  112 ,  114 ,  116 ,  118 ,  120  may be air, exhaust, and turbo actuators, among others, or any combination thereof. According to certain embodiments, the actuator communication cable  113  may include a power cable that is used by the CACM  102  to drive an actuator  112 ,  114 ,  116 ,  118 ,  120 . The actuator communication cable  113  may also include a feedback cable that may provide sensed information back to the CACM  102  relating to the operation of the actuator  112 ,  114 ,  116 ,  118 ,  120  or the operation of the engine component associated with the actuator  112 ,  114 ,  116 ,  118 ,  120 , such as the position of the associated valve. Such feedback may not only allow the CACM  102  to be apprised of the current condition or position of the actuator  112 ,  114 ,  116 ,  118 ,  120  and/or the operation of its related engine component, but may also allow be used by the CACM  102  and/or ECU  104  when performing diagnostic checks. 
         [0016]    For example, in the illustrated embodiment, the CACM  102  communicates through an actuator communication cable  113  with the actuator  112  that changes the position, such as opening (fully or to a degree) and closing, an intake throttle valve (ITV). Operation of the actuator  112  may cause a change in position in the ITV, such as changing the ITV from being open to closed, or vice versa, or the degree to which the ITV is open. Such changes in the position of the ITV may alter and/or control the amount of oxygen mixed with the fuel, and thereby increase or decrease the engine&#39;s power. When the CACM  102  determines the position of the ITV is to be changed, the CACM  102  may deliver electrical power to the actuator  112  that drives the actuator  112 . The amount of power delivered and/or the duration that power is delivered may depend on the type of actuator being employed and/or the desired change in position or operation of the ITV. For example, certain actuators, such as stepper motors, may be designed to operate for only the period of time in which electrical power is being supplied to the actuator through the actuator communication cable  113 , while other types of actuators, such as solenoids, may operate for a predetermined period of time after receiving electrical power through the actuator communication cable  113 . Further, feedback information or data, such as, for example, the status of the actuator, the position of the ITV, or the sensed air-to-fuel mixture, may be transmitted to the CACM  112  via one or more feedback wires in the actuator communication cable  113 . 
         [0017]    As previously discussed, the CACM  102  may control one or more actuators used to operate a variety of engine components and operations. For example, as shown in  FIG. 1 , besides controlling the actuator  112  associated with the ITV, the CACM may also drive actuators  114 ,  116 ,  118 ,  120  associated with an exhaust gas recirculation valve (EGRV), a variable vane turbo actuator (VNTA), digital valve controller (DVC), and an electronic throttle control (ETC), respectively. 
         [0018]    By being positioned remotely from the ECU  104 , the CACM  102  may be located in relatively close proximity to the actuators  112 ,  114 ,  116 ,  118 ,  120  that the CACM  102  controls. For example, according to certain embodiments, the remotely positioned CACM  102  may be positioned at a relatively cool location in the engine compartment that may allow the actuator communication cables  113  to be shorter, or require fewer extension cables, than when the actuator communication cables  113  are connected to I/O ports of the ECU  104 . Further, the remote CACM  102  may be positioned such that the actuator communication cables  113  do not need to pass through areas of the engine compartment that are exposed to relatively harsh operation or environmental conditions that could cause premature deterioration or corrosion of the cables  113 . 
         [0019]    According to certain embodiments, the CACM  102  may be positioned in or on one of actuators  112 ,  114 ,  116 ,  118 ,  120  that is controlled by the CACM  102 . For example, according to certain embodiments, the CACM  102  may be positioned in a portion of a housing of the most centrally positioned actuator  116 . According to another embodiment, the CACM  102  may be positioned on or in the actuator  112 ,  114 ,  116 ,  118 ,  120  having the lowest operating temperature, such as for example, the temperature the actuator is subjected to during vehicle or engine operation and/or the operational temperature that the actuator is subjected to from the environment of the valve being driven by the actuator. According to another embodiment, the CACM  102  may be operably secured or attached to the actuator, such as for example, being bolted or otherwise mechanically fastened to a housing of an actuator  112 ,  114 ,  116 ,  118 ,  120 . Alternatively, the actuator  112 ,  114 ,  116 ,  118 ,  120  may be formed or manufactured to include a housing for the CACM  102 . Additionally, the CACM  102  allows the processors or microcontrollers used to operate the actuators to be separated from higher end electronics that are typically also located in the ECU. Thus, by moving such processors to the CACM  102 , and away from the high end electronics that remain in the ECU, the CACM  102  may be more compatible than the ECU to being located at a position that exposes the CACM  102  to higher engine or vehicle operating temperatures.