JP2003118510A - Load driving system for vehicle, signal output device, and load driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a load driving system for a vehicle capable of synchronously driving synchronous drive electric loads without disposing a synchronous signal transmission cable from a signal output device to respective load driving devices in the load driving system for the vehicle allowing the multiple load driving devices to independently control the driving of the synchronous drive electric loads respectively. SOLUTION: This load driving system 1 for the vehicle is so constituted that a combination switch 29 simultaneously outputs drive command signals to a right-side front ECU 3, a left-side front ECU 5, and a rear ECU 7 respectively. The respective ECUs start load driving controls based on receiving timings of the driving command signals so as to synchronously drive the same type of synchronous electric loads independently drive-controlled respectively. Thereby each ECU can control the driving of each synchronous electric load synchronously with the other ECUs.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle load drive system for transmitting a drive command signal of an electric load according to an operating state of an operation switch by an occupant through a multiplex communication line when driving and controlling an electric load in a vehicle. The present invention also relates to a load drive device and a signal output device provided in a vehicle load drive system.

[0002]

2. Description of the Related Art Conventionally, a vehicle is provided with an electric load driven by the supply of a power supply voltage output from a power supply device (battery). A vehicle load for driving and controlling such an electric load. A drive system is provided.
Then, the vehicle load drive system, for example, is configured to include a signal output device and a load drive device, the signal output device, when the drive command signal is output through the conductive cable as the signal path, the load drive device, It is configured to drive and control the electrical load of interest. In such a vehicle load drive system, as many conductive cables as the number of drive command signals are provided from the signal output device to the load drive device.

On the other hand, due to recent technological advances, the number of electric loads mounted on a vehicle is increasing, and as the number of electric loads increases, the number of conductive cables mounted on the vehicle also increases. . When the number of conductive cables is increased in this way, the problem that the installation work of the conductive cables becomes complicated occurs in the case where the installation space of the conductive cables is narrow as in a vehicle, and the number of conductive cables increases. There is also the problem of increased costs.

To solve this problem, although it is physically composed of one conductive cable, signal transmission / reception can be performed based on a predetermined communication protocol to transmit / receive a plurality of drive command signals. By using multiple communication lines
A configuration for reducing the physical number of conductive cables has been proposed. As a communication protocol for realizing such a configuration, LIN (Local Interconnect Network)
rk) and single wire CAN (Controller Area Network)
k) and the like.

Then, for example, as a load driving device, an electronic control unit (ECU) for executing control processing of lights and wipers is arranged in the engine room to serve as a signal output device equipped with switches for lights and the like. By connecting the combination switch and the electronic control device by multiplex communication lines, a load drive system for a vehicle is configured. It should be noted that the electronic control unit and the combination switch are provided with a microcomputer (hereinafter, also referred to as a microcomputer), and the microcomputer performs internal processing based on a predetermined communication protocol, so that a signal transmitted through the multiplex communication line is transmitted. Transmission and reception is performed.

By using the multiplex communication line in this way, even if the number of electric loads mounted on the vehicle increases, it becomes possible to control the drive of each electric load without increasing the number of conductive cables, and the cable arrangement is possible. You can eliminate the complexity of work,
In addition, it is possible to suppress an increase in cost.

However, even in the vehicle load drive system configured as described above, a conductive cable (hereinafter, referred to as "the following") is used between the electronic control unit and each electric load, not a multiple communication line. It will be connected with the Zika line). In addition, a plurality of electric loads are provided in the vehicle, and the installation locations thereof are not concentrated in one location but are distributed and provided in the installation locations according to the application. Therefore, when the electronic control device and the electric load are separated from each other, the length of the zika wire connecting the electronic control device and the electric load becomes long, the cost of the zika wire increases, and the wiring of the zika wire is increased. Installation work becomes complicated.

To solve such a problem, for example, a plurality of electronic control devices are provided, and the electronic control devices are distributed and arranged according to the installation positions of the plurality of electric loads. It is preferable that the electric loads to be respectively assigned are allocated to shorten the distance from each electronic control device to each electric load. By providing a plurality of electronic control devices in this way, the total extension of the zika line can be shortened as compared with the case where one electronic control device drives and controls all electric loads. It should be noted that with the provision of a plurality of electronic control devices, the number of multiple communication lines connecting the signal output device and each electronic control device will increase. Since it is large, it is possible to reduce the amount of cables as a whole, and it is possible to reduce cost and complexity of installation work.

[0009]

However, in the vehicle load drive system having the plurality of load drive devices (electronic control devices) as described above, the plurality of load drive devices should be driven synchronously. When individually driving and controlling a plurality of synchronous drive electric loads, there is a possibility that the synchronous drive electric loads cannot be synchronously driven. In other words, when each load drive device executes drive control at its own timing, the drive control timing cannot be synchronized with other load drive devices, and the drive timing of each synchronous drive electrical load Cannot be synchronized.

To solve such a problem, by inputting a synchronizing signal in addition to the drive command signal to each load driving device for driving and controlling the same type of synchronous driving electric load, the driving timing of each synchronous driving electric load A load drive system that is configured to synchronize the above has been proposed (JP-A-11-22).
No. 2083). By inputting the synchronization signal in this manner, each load driving device can execute drive control at the same timing as the other load driving devices, and the synchronous driving electric load can be synchronously driven.

However, in order to realize such a vehicle load drive system, it is necessary to newly provide a sync signal transmission cable for transmitting a sync signal between the signal output device and each load drive device. Therefore, the number of conductive cables mounted on the vehicle will increase. This means that the effect (shortening and reduction of zigzag wire) obtained by reducing the distance between the electronic control device and each electric load is reduced by providing a plurality of electronic control devices. It will be against the purpose of.

Therefore, the present invention has been made in view of these problems, and in a vehicle load drive system in which a plurality of load drive devices individually drive and control synchronous drive electric loads, the signal output device drives each load drive system. A load driving system for a vehicle capable of synchronously driving a synchronous driving electric load without disposing a transmission cable for a synchronizing signal over the device, and a signal for realizing such a vehicle load driving system. An object is to provide an output device and a load driving device.

[0013]

In order to achieve the above object, the invention according to claim 1 is provided with a signal output device and a plurality of load driving devices, and the plurality of load driving devices are driven synchronously. A load driving system for a vehicle, which individually controls a plurality of synchronous driving electric loads, wherein a signal output device drives a plurality of loads at each driving cycle of the synchronous driving electric loads or at a cycle proportional to the driving cycle. A drive command signal is output to the device, and the plurality of load drive devices perform drive control of the synchronous drive electric load for each drive cycle based on the reception timing of the drive command signal.

The signal output device outputs a drive command signal for the electric load according to the operating state of the operation switch by the occupant via the multiplex communication line, and the plurality of load drive devices respectively via the multiplex communication line. The electric load is drive-controlled based on the drive command signal transmitted from the signal output device. Also,
A vehicle load drive system is for controlling drive of at least a plurality of synchronous drive electric loads as an electric load to be driven, and different load drive devices individually output different synchronous drive electric loads of the same type of synchronous drive electric loads. It is configured to drive and control.

Further, the signal output device is constituted by including a command signal output control means, and the command signal output control means makes a plurality of drive signals for each drive cycle of the synchronous drive electric load or each cycle proportional to the drive cycle. The drive command signal is output to the load driving device. Further, each load drive device is configured to include a synchronous drive control means, and the synchronous drive control means drives each synchronous drive electric load based on the reception timing of the drive command signal transmitted from the signal output device. By performing drive control for each cycle, the same type of synchronous drive electric loads are synchronously driven.

That is, since the drive command signal output from the signal output device to each load drive device is received at each load drive device at substantially the same time, each load drive device receives the drive command signal at the same time. By driving and controlling the synchronous drive electric load based on the above, it is possible to synchronize with the drive control timing of another load driving device. Accordingly, each load driving device can drive and control each synchronous drive electric load in synchronization with another load driving device without separately receiving the synchronization signal.

At this time, when the output timing of the drive command signal in the signal output device is set for each drive cycle of the synchronous drive electric load, each load drive device is synchronized with the synchronous drive electric load for each reception time of the drive command signal. By controlling the drive of the loads, each synchronous drive electric load can be synchronously driven.

Further, when the output timing of the drive command signal in the signal output device is set in each cycle proportional to the drive cycle, each load drive device determines the drive cycle based on the reception timing of the drive command signal. However, the synchronous drive electric loads can be synchronously driven by drivingly controlling the synchronous drive electric loads for each drive cycle.

For example, when the drive command signal is output every cycle (T / n) of 1 / n of the drive cycle (for example, T), the load drive device outputs the drive command signal n times. Each synchronous drive electric load can be synchronously driven by controlling the synchronous drive electric load once for each reception.
Alternatively, when the drive command signal is output every n times (n × T) times the drive cycle (for example, T),
The load driving device can synchronously drive each synchronous drive electric load by controlling the synchronous drive electric load n times at equal time intervals each time the drive command signal is received. In this case, the load driving device measures the reception cycle of the drive command signal by the internal clock provided inside itself and determines the elapsed time for each cycle obtained by dividing the measured reception cycle into n equal parts. The synchronous drive electric load is synchronously controlled for each drive cycle.

Therefore, each load driving device can synchronously drive and control the synchronous driving electric load without receiving the synchronizing signal, and the synchronizing signal transmission cable is provided from the signal output device to each load driving device. There is no need. Therefore, according to the vehicle load driving system of the present invention (Claim 1), in the configuration in which the plurality of load driving devices individually drive and control the synchronous driving electric loads, respectively, without using the synchronization signal transmission cable. Synchronous drive The electric load can be synchronously driven. This eliminates the need to add cables due to the provision of a plurality of load driving devices, can suppress an increase in the amount of cables, and suppress an increase in cost and an increase in cable arrangement work. You can

Such a load drive system for a vehicle can be realized by using the signal output device according to claim 9 and the load drive device according to claim 11. In the vehicle load drive system according to (claim 1), for example, as described in claim 2, the command signal output control means of the signal output device includes the cycle detection means, the command data generation means, and the signal output. Means may be provided. In the signal output device configured as described above, the cycle detection means measures the elapsed time to detect the drive cycle or the cycle proportional to the drive cycle, and the command data generation means causes the cycle detection means to detect the drive cycle or When a cycle proportional to the drive cycle is detected, drive command data corresponding to each of the plurality of load drive devices is generated, and the signal output means outputs the drive command signal based on the drive command data generated by the command data generation means. Is output to each load driving device.

As a result, the signal output device can output the drive command signal to the plurality of load driving devices at each driving cycle of the synchronous driving electric load or at each cycle proportional to the driving cycle. Therefore, according to the load drive system for a vehicle of the present invention (claim 2), each load drive device controls the drive of each synchronous drive electric load at the same timing based on the output cycle of the drive command signal by the signal output device. This can be performed, and each synchronous drive electric load can be synchronously driven.

Such a vehicle load driving system can be realized by using the signal output device according to the tenth aspect. In addition, the above (claim 1 or claim 2)
In the vehicle load drive system according to claim 3, the load drive device as the synchronous drive electric load according to claim 3,
At least the turn lamp or the hazard lamp may be drive-controlled.

That is, the turn lamps or the hazard lamps are provided on the left and right sides and the front and rear sides of the vehicle, and the front and rear sides and the left and right sides are synchronously blinking. Therefore, the front turn lamp and the rear turn lamp are
When driving control with different load drive devices,
Each load driving device needs to drive the front and rear turn lamps synchronously. When the right-side hazard lamp and the left-side hazard lamp are drive-controlled by different load driving devices, each load driving device needs to drive the left and right hazard lamps in synchronization.

In such a configuration, the above (claim 1
Alternatively, by applying the vehicle load driving system according to claim 2, it becomes possible to synchronously drive the turn lamps or the hazard lamps provided in the front, rear, left, and right without the provision of the synchronization signal transmission cable. It is possible to suppress an increase in cost and an increase in cable arrangement work.

Such a vehicle load driving system can be realized by using the load driving device according to the twelfth aspect. Here, on the front side of the vehicle, various front lighting devices such as headlamps (for low beam and high beam), fog lights, turn / hazard lamps and clearance lamps are provided, and on the rear side of the vehicle, Various rear lamps such as tail lamps, license lamps, backup lamps and turn / hazard lamps are provided. That is, among the electric loads, the lighting-related electric loads can be roughly classified into those provided on the front side of the vehicle and those provided on the rear side of the vehicle.

Therefore, in the vehicle load drive system described above (in any one of claims 1 to 3), as described in claim 4, as a plurality of load drive devices, at least the front side of the vehicle. It is preferable to include a front load driving device that drives and controls the front lighting device that is included in the vehicle, and a rear load driving device that drives and controls at least the rear lighting device that is provided on the rear side of the vehicle.

As a result, at least the lighting equipment of the electric loads is provided at the front side and the rear side of the vehicle without the synchronization signal transmission cable between the signal output device and each load driving device. An electric load can be driven. In addition to this, since the distance from the load driving device to each electric load can be shortened, it is possible to shorten the length of the zigza line connecting the load driving device and each electric load.

Therefore, according to the vehicle load driving system of the present invention (claim 4), the synchronizing signal transmission cable is not necessary and the decal wire can be shortened.
It is possible to prevent an increase in cost and an increase in cable arrangement work due to an increase in cables. Note that the load drive system for a vehicle according to the present invention is not limited to the case where the load drive devices are arranged in the front and rear of the vehicle in a distributed manner, and the load drive system of the present invention is also arranged in a configuration in which the load drive devices are distributed in the left and right of the vehicle. By applying it, the same effect can be exhibited. Further, such a vehicle load driving system can be realized using the load driving device according to the thirteenth and fourteenth aspects.

By the way, various lighting devices are provided on the outer surface of the vehicle because they are provided as lighting devices for illuminating the surroundings of the vehicle and for emitting signals to other vehicles and pedestrians. Many of them are directly exposed to wind, rain and dust. Therefore, in order to protect various bulbs (light bulbs) constituting the lighting fixture from wind, rain, dust and the like, each lighting fixture has a structure in which the bulb is housed in a waterproof and dustproof casing.

On the other hand, since the load driving device provided in the vehicle load driving system of the present invention transmits / receives signals to / from other devices via the multiplex communication line, signals based on a predetermined protocol via the multiplex communication line. In order to execute processing relating to transmission and reception, at least an electronic device such as a microcomputer (hereinafter also referred to as a microcomputer) is provided and configured. Since electronic devices such as microcomputers may break down due to adhesion of water droplets or dust, it is necessary to provide a dedicated installation space for the load drive device that is waterproof and dustproof.

Therefore, in the vehicle load driving system described above (any one of claims 1 to 4), as described in claim 5, the load driving device drives and controls at least the lighting fixture as an electric load. Along with it, it is good to be constituted with lighting equipment. In other words, by configuring the load drive device integrally with the lighting fixture so that the load drive device is placed in the housing that constitutes the lighting fixture, installation that ensures waterproofness and dustproofness etc. for the load drive device only It is possible to protect the load drive device from water droplets, dust, etc. without newly providing an area.

Further, by constructing the load drive device and the lighting fixture integrally with each other, the load drive device and the lighting fixture (specifically, a bulb).
It is possible to drastically reduce the length of the zika line connecting the cable, and it is not necessary to use a waterproof cable as the zika line, and a low-priced non-waterproof cable can be used instead of an expensive waterproof cable.

Therefore, according to the load drive system for a vehicle of the present invention (claim 5), it is not necessary to provide a dedicated installation space for the load drive device having waterproofness and dustproofness, so that the cost can be reduced. You can In addition, the zika wire that connects the load driving device and the lighting fixture can be significantly shortened and can be configured with a low-priced cable of a non-waterproof specification, so that the cost can be reduced.

Such a vehicle load driving system can be realized by using the load driving device according to the fifteenth aspect. Further, in recent vehicles, various lighting fixtures may be provided as a lighting unit in which a plurality of lighting fixtures are integrally configured, and the various front lighting fixtures described above are provided as front lighting units, and the various rear lighting fixtures described above are included. The side lighting device may be provided as a rear lighting unit. The lighting unit has a structure in which the bulbs (bulbs) forming the various lighting fixtures are housed in a waterproof and dustproof housing in order to protect the bulbs (lightbulbs) from various elements such as wind and rain and dust. For this reason, the load driving device may be arranged in a housing that constitutes the lighting unit and be integrated with the lighting unit.

By the way, when the communication processing through the multiplex communication line is in an abnormal state, it becomes impossible to transmit the drive command signal from the signal output device to the load drive device, and the electric power is sent based on the command from the occupant. The load cannot be drive-controlled. For example, when such a situation occurs at night, it becomes impossible to turn on the headlamps, and depending on the situation at the time of occurrence of an abnormality, the vehicle may be operated in the unlit state, which increases the risk to the occupants. Resulting in. Further, since this vehicle may pose a danger to other vehicles in the vicinity, it is necessary to inform the surroundings that such an abnormal situation has occurred.

Therefore, in the vehicle load drive system described above (any one of claims 1 to 5), as described in claim 6, the communication processing via the multiplex communication line is in an abnormal state. Is detected, the load driving device may be configured to drive an electric load to be driven under a predetermined condition and execute a fail-safe process for ensuring safety.

That is, when signal transmission / reception between the signal output device and the load driving device becomes impossible, the load driving device executes fail-safe processing to forcibly apply the electric load under a predetermined condition. Drive to ensure a minimum of safety. In the fail-safe process, not all the electric loads assigned to the load drive device are driven, but a predetermined condition for ensuring the safety of the occupant (for example, ensuring the visibility of the occupant) is satisfied. The minimum electric load necessary for this purpose may be forcibly driven.

In order to realize such a vehicle load driving system, it is preferable that the load driving device is provided with multiplex communication abnormality detecting means and failsafe processing executing means.
Then, when the multiplex communication abnormality detection means detects that the communication processing via the multiplex communication line is in an abnormal state, the failsafe execution means executes the failsafe processing,
It ensures the safety of driving the vehicle.

Such a vehicle load drive system can be realized by using the load drive device according to the sixteenth aspect. In the vehicle load drive system described above (claim 6), for example, as one of the plurality of load drive devices, at least a low beam headlamp,
When a load drive device for driving and controlling either the high beam headlamp or the turn / hazard lamp is provided, the failsafe process execution means of the load drive device is a failsafe process as described in claim 7. As at least one of the low beam headlamps, the high beam headlamps, and the turn / hazard lamps may be driven.

That is, by turning on at least one of the low-beam headlamp and the high-beam headlamp, it becomes possible to secure the visibility of the occupant at night, and by blinking the turn / hazard lamp,
The abnormality of the vehicle can be notified to the surroundings.

Such a vehicle load drive system can be realized by using the load drive device according to the seventeenth aspect. Further, in the vehicle load driving system described above (claim 6 or claim 7), for example, a load driving device for driving and controlling at least a high beam headlamp is provided as one of the plurality of load driving devices. According to the eighth aspect of the present invention, the fail-safe processing executing means of the load driving device may drive the high-beam headlamp with a light amount lower than that during normal use as fail-safe processing.

Thus, it is possible to prevent the occupant of the oncoming vehicle from losing his or her visual field due to the glare caused by the irradiation of the high beam headlamp, and it is possible to prevent the driving of other vehicles from being hindered. As a specific method for reducing the light amount, for example, a method of switching the energization path to the high beam headlamp to a path having a large electric resistance value, a left high beam headlamp and a right high beam headlamp are used. How to switch to series connection,
There are methods such as duty control. Then, such a vehicle load driving system can be realized by using the load driving device according to the eighteenth aspect.

[0044]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiment of the present invention is not limited to the following embodiments, and various forms can be adopted as long as they are within the technical scope of the present invention.

First, as an embodiment, FIG. 1 shows a schematic configuration of a vehicle load drive system 1 for controlling the drive of various electric loads in a vehicle C. As shown in FIG. 1, a vehicle load driving system 1 includes a junction box JB and a combination switch 29 provided inside a vehicle compartment, and three electronic control devices (hereinafter referred to as ECs) provided outside the vehicle interior.
(Also referred to as U). The electronic control unit (ECU) includes a right front ECU 3, a left front ECU 5, and a rear ECU 7.

Of these, the right front ECU 3 is integrally formed with the right front lighting unit 71 in a form provided inside the housing of the right front lighting unit 71, and the left front ECU 5 is the left front lighting unit. The left front lighting unit 73 is formed integrally with the housing 73. And the right front lighting unit 7
1 and the left front lighting unit 73 are configured to include a low-beam headlamp, a high-beam headlamp, a fog lamp, a turn / hazard lamp, and a clearance lamp inside a waterproof and dustproof housing. . The right front ECU 3 and the left front ECU 5 are side turn / hazard lamps 61R provided outside the front lighting unit, respectively.
Drive control is also performed on the S, 61LS and the cornering lamp (not shown).

The rear ECU 7 is integrally formed with the right rear lighting unit 75 in a form provided inside the housing of the right rear lighting unit 75. The right rear lighting unit 75 and the left rear lighting unit 77 are
It is configured such that a tail lamp, a backup lamp, and a turn / hazard lamp are provided inside a waterproof and dust-proof housing. The rear ECU 7
Is an electric load provided inside the right rear lighting unit 75, a left rear lighting unit 77 provided outside the right rear lighting unit 75, and a license lamp 8
3 and the rear wiper 85 are also drive-controlled.

The combination switch 29 is provided with various operating switches such as a headlamp switch operated by an occupant and a microcomputer (hereinafter also referred to as a microcomputer). This microcomputer monitors the operation state of the operation switch by the occupant, and when a change in the operation state is detected, a drive command signal according to the changed operation state is sent to each ECU through the multiplex communication line 43 and the junction box JB. Output.

Then, the combination switch 29 executes a drive command signal output process for outputting a drive command signal of the electric load according to the operation state of the operation switch by the occupant as an internal process in the microcomputer. 3 shows a flowchart showing the processing contents of the drive command signal output processing. The drive command signal output process is repeatedly executed at regular intervals (every 10 [msec] cycle in this embodiment). Further, in the following description, a drive command signal output process in which a lighting system electric load (a head lamp, a fog lamp, a turn / hazard lamp, a clearance lamp, etc.) among the electric loads is driven will be described.

First, when the drive command signal output process is started, in S201 (S represents a step), a process of incrementing (adding 1) the counter variable n is performed. The counter variable n is a variable used to count the drive cycle of a plurality of synchronously driven electric loads to be synchronously driven among the electric loads provided in the vehicle.

Next, in S202, the combination switch 29
It is determined whether or not the operation states of the various operation switches provided for are changed (events have occurred). If the determination is affirmative, the process proceeds to S203, and if the determination is negative, S2 is performed.
Move to 04. In S202, if any one of the operation switches changes the operation state from the off state to the on state, or if the operation state changes from the on state to the off state, it is determined that an event has occurred, and all the operations are performed. If the switch operating state has not changed, it is determined that no event has occurred.

Then, an affirmative decision is made in S202 and S20.
When the process proceeds to 3, in S203, a process of constructing drive command data (hereinafter, also referred to as drive information) for driving the electric load to be commanded by the occupant based on the change in the operation state of the operation switch in which the event occurs. I do. At this time, in S203, a process for constructing drive information corresponding to each of the right front ECU 3, the left front ECU 5, and the rear ECU 7 as drive information for driving and controlling the electric load corresponding to the operation switch whose operation state has changed is executed. To do. Then, when the process of S203 ends,
The process moves to S212.

Further, a negative determination is made in S202 and S204
If it is determined that the counter variable n is equal to or greater than the cycle determination reference value Tt in S204, the process proceeds to S205 if the determination is affirmative, and the drive command signal output process is performed if the determination is negative. To finish. Here, the cycle determination reference value Tt is set to a value corresponding to the drive cycle of the synchronous drive electric load (1 [sec] in this embodiment). Then, the counter variable n is incremented (added) by 1 each time the main drive command signal output process is started, that is, every 10 [msec] by the process in S201, so that the cycle determination reference value Tt is 100. Is set.

Then, an affirmative decision is made in S204 and S20
After shifting to step S5, it is determined in step S205 whether or not the hazard switch is in the on state. If the determination is affirmative, the procedure proceeds to step S206, and if the determination is negative, step S207 is performed.
Move to. When an affirmative determination is made in S205 and the process proceeds to S206, in S206, a process of constructing drive information for blinking control of the hazard lamp is performed. Note that S206
The drive information constructed in (1) is constructed as drive information corresponding to each ECU so that the right front ECU 3, the left front ECU 5, and the rear ECU 7 control the blinking of the hazard lamps.

Further, a negative determination is made in S205, S207
If it is determined that the right turn lamp switch is in the ON state in S207, the process proceeds to S208 if a positive determination is made, and if the negative determination is made, S2 is performed.
Move to 09. When an affirmative decision is made in S207 and the routine proceeds to S208, in S208 a process for constructing drive information for blinking control of the right turn lamp is carried out. In addition, S
The drive information constructed in 208 is the right front ECU 3
It is constructed as drive information corresponding to each ECU such that the rear ECU 7 controls the right turn lamp to blink and the left front ECU 5 does not control the turn lamp to blink.

Further, a negative determination is made in S207, S209
When the process proceeds to step S209, it is determined in step S209 whether the left turn lamp switch is in the on state. If the determination is affirmative, the process proceeds to step S210. If the determination is negative, the process proceeds to step S2.
Go to 11. When a positive determination is made in S209 and the process proceeds to S210, in S210, a process of constructing drive information for blinking control of the left turn lamp is performed. In addition, S
The drive information constructed in 210 is the left front ECU 5
The driving information corresponding to each ECU is constructed so that the rear ECU 7 controls the left turn lamp to blink and the right front ECU 3 does not control the turn lamp to blink.

Then, S206, S208 or S21
When any one of the processes of 0 is completed, the process proceeds to S211,
In S211, a process of substituting 0 for the counter variable n and resetting the counter variable n is performed. When the process in S203 or S211 is completed, the process proceeds to S212, in which the drive command signal based on the drive information constructed in any of S203, S206, S208 or S210 is sent to the right front ECU 3 or the left side. A process of outputting to each of the front ECU 5 and the rear ECU 7 is performed.

Then, a negative determination is made in S204, or S
When the process of 212 is finished, the drive command signal output process is finished. In this way, the main drive command signal output process is performed when it is determined that the operation state of the operation switch has changed (S2
(Yes in 02), the drive information for driving and controlling the corresponding electric load is constructed every time the operation state of the operation switch changes (every event) regardless of the drive cycle of the synchronous drive electric load. (S203), a drive command signal based on the constructed drive information is output (S212).

In the main drive command signal output processing, S212 is executed at least every drive cycle (1 [sec]) of the synchronous drive electric load (each time the positive determination is made in S204), so that the right front ECU 3, Left front ECU
The drive command signal is output to each of the vehicle ECU 5 and the rear ECU 7. This drive command signal is S203, S206, S2.
It is output to each of the right front ECU 3, the left front ECU 5, and the rear ECU 7 based on the drive information constructed in either the processing of 08 or S210. For example, when the turn / hazard switch continues to be in the ON state, the drive information for driving the turn / hazard switch to light is set to S20 for each drive cycle.
6, built in either S208 or S210.

The drive information constructed in S203 is
Then, S203, S206, S208 or S210
Until it is updated by any of the processes, the same content is held, and the drive command signal based on the drive information is output at least every drive cycle of the synchronous drive electric load. For example, when the clearance lamp switch is changed from the off state to the on state and the drive information for turning on the clearance lamp is constructed in S203, the clearance lamp switch is changed from the on state to the off state, and S203 is set. The drive command signal based on the drive information for turning on the clearance lamp is output at least every drive cycle of the synchronous drive electric load until the drive information for turning off the clearance lamp is constructed.

The junction box JB outputs at least a drive command signal from the combination switch 29 to the right front ECU 3, the left front ECU 5 and the rear ECU 7 via a multiplex communication line (multiplex communication cable). Communication control is performed. In addition to these three electronic control devices, the junction box JB includes a wiper motor control device 87 and other ECUs (not shown in FIG. 1), electric devices (operation switches, etc.), sensors, actuators, and the like. It also controls communication.

Next, the right front ECU 3, the left front ECU 5, and the rear ECU 7 are connected to the junction box JB through a multiplex communication line (multiplex communication cable), and are transmitted from the combination switch 29 or the like transmitted through the junction box JB. The electric power is supplied based on the drive command signal to drive the electric loads.

In the vehicle load drive system 1 thus configured, the drive command signal is input to the right front ECU 3, the left front ECU 5 and the rear ECU 7 by the occupant operating the combination switch 29 or the like. Has been done. Then, the right front ECU 3, the left front ECU 5, and the rear ECU 7 to which the drive command signal is input supply electric power to the electric load that is the command target.

Here, the internal structure of the right front ECU 3 is shown in FIG. 2, and the operation contents of the right front ECU 3 will be described. In FIG. 2, the right front EC
In addition to the internal configuration of U3, the state of connection with various electric loads connected to the right front ECU 3 and the junction box JB is described.

The right front ECU 3 includes a control circuit 11 mainly composed of a microcomputer, a communication interface 13 for transmitting and receiving various signals to and from the junction box JB via a multiplex communication line, An intelligent power switching element IPS that performs a switching operation (switching operation) of power supply to each electric load, and a signal receiving unit 15 that receives a signal from each device provided outside the vehicle interior are provided. The right front ECU 3 is configured as a hybrid IC that includes these components inside, and also includes a front ECU ground (front ECU) that serves as a reference potential of various electric signals.
It is grounded to GND).

First, the signal receiving section 15 is an input section for receiving an alternator L signal indicating that the alternator is in a normal power generation state and a washer level signal indicating that the amount of washer liquid is below a predetermined amount. is there. The alternator L signal is output from the alternator L output switch 31 included in the alternator, and the washer level signal is output from the washer level output switch 33 included in the washer liquid tank.

Next, the intelligent power switching element IPS is supplied with + B power from the + B power supply line 49 through the + B power supply cable 41, and is switching-driven in accordance with a command signal from the control circuit 11 to connect to the electrical load. Supply the power supply voltage to. The + B power source is a battery direct power source that is always permitted to supply the power source voltage regardless of the state of the ignition switch. At this time, since the intelligent power switching element IPS has the high-side drive configuration in which the intelligent power switching element IPS is arranged on the high potential side (+ B power supply line side) instead of the low potential side (ground side) with respect to the electric load, when energization is stopped. Since the electric load is not charged, the deterioration of the electric load can be prevented from proceeding.

The electric loads to be controlled by the right front ECU 3 include a right head lamp 51R that is a constantly movable load, a right cornering lamp 55R, a right clearance lamp 57R, a right front fog lamp 59R, and a right that are movable loads during operation. There is a turn / hazard lamp 61R. Of these, the right head lamp 51R is provided with a right high beam lamp 51RHi and a right low beam lamp 51RLo. The right turn / hazard lamp 61R includes a right front turn / hazard lamp 61RF provided inside the right front lighting unit 71 and a right side turn / hazard lamp 61RS provided on the side surface of the vehicle C.

The constantly movable load is one of the electric loads.
It refers to an electrical load that is always allowed to supply the power supply voltage from the power supply unit regardless of the operating state of the vehicle ignition switch, and the movable load during operation is the electrical load in which the vehicle ignition switch is on. It is an electric load that is sometimes allowed to supply a power supply voltage.

Then, the control circuit 11 executes an IG power supply permission determination process for determining whether or not the IG signal is in the ON state. When the IG signal is in the ON state, the control circuit 11 moves during operation. The drive control of the load is permitted, and when the IG signal is in the off state, the drive control of the movable load during operation is prohibited. That is, even when a drive command signal relating to the movable load during operation is input, drive control of the movable load during operation is prohibited when the IG signal is in the off state. Therefore, the control circuit 11 operates to execute the drive control of the movable load during operation only when the IG signal is in the ON state and the drive command signal is input. In addition,
The IG signal is output as an on state when the ignition switch of the vehicle is on, and the IG signal is output as an off state when the ignition switch of the vehicle is off.

In the IG power supply permission determination process, the state of the alternator L signal is also determined, and if the alternator L signal can be determined to be in the active state (state indicating that the alternator is in the normal power generation state), The drive control of the movable load during operation is permitted regardless of the state of the IG signal. This processing is performed because it can be determined that the engine is in the operating state when the alternator L signal is in the active state, that is, it can be determined that the ignition switch is in the on state.

In the IG power supply permission determination process, I
When the G signal is in the off state and the alternator L signal is in the active state, IG defect notification request processing is performed to notify the operator that the IG signal is not normally communicated, and the IG on signal Performs processing to display a warning display indicating a communication error on the meter panel or the like. Specifically, the junction box JB from the control circuit 11 through the multiplex communication line (specifically, the body ECU provided inside)
A process of transmitting an IG defect notification signal is performed. Then, the junction box JB having received the IG defect notification signal executes a process of displaying a warning display at a predetermined position such as a meter panel.

The first power supply cable C1 for supplying the power supply voltage from the intelligent power switching element IPS to the movable load at all times is provided as the + B power supply cable, and the intelligent power switching element IPS
The second power cable C2 that supplies the power voltage to the movable load during operation is provided as an IG power cable. The + B power cable is always allowed to supply the power voltage regardless of the operation state of the ignition switch.
The IG power cable is a power cable for supplying power, and the IG power cable is a power cable for supplying IG power that is allowed to be supplied with a power voltage when the ignition switch is in the ON state.

Further, the intelligent power switching element IPS detects an operating state including three elements of a current flowing through itself, a voltage applied to itself and its own temperature, and one of the detected three elements is detected. However, when it deviates from the normal range, it forcibly sets itself to the open state regardless of a command from the outside.

The communication protocol of the communication executed between the communication interface 13 and the junction box JB (more specifically, the combination switch 29 and other ECUs) via the multiplex communication line is LIN.
(Local Interconnect Network) is adopted.

Then, the control circuit 11 executes a load drive control process for driving and controlling the electric load based on the drive command signal from the combination switch 29 as an internal process in the microcomputer. The flowchart showing the processing content of a process is shown. It should be noted that the control circuit 11 shifts from the normal operation state to the sleep state in order to reduce power consumption when the state in which the input signal from the outside does not change continues for 1 second or longer. Then, the control circuit 11 in the sleep state executes only the minimum necessary processing operations and stops unnecessary processing operations to reduce the power consumption. In addition, the control circuit 11 in the sleep state
When an alternator L signal or a signal input from the communication interface 13 is input, the system immediately shifts to the normal operation state and starts the normal processing operation. Specifically, a power supply control circuit (not shown in FIG. 2) provided in the control circuit 11 detects an edge when the alternator L signal changes from an inactive state to an active state, or from the communication interface 13. Communication signal is recessive (invalid)
Edge detection is performed at the time of transition from the active state to the dominant state (effective), and the power supply control circuit transitions the state of the control circuit 11 from the sleep state to the normal operation state based on the edge detection result.

The load drive control process is performed by the control circuit 1
When 1 is in a normal operation state, it is activated each time a drive command signal is input, and the processing is executed. When the load drive control process is started, first, in S301 (S represents a step), it is determined whether or not the communication process via the multiplex communication line 43 is in an abnormal state. If it is an abnormal state), the process proceeds to S302, and if a negative determination is made (if it is not an abnormal state), the process proceeds to S303. In S301, the drive command signal from the combination switch 29 is kept for a predetermined time or more (for example, the output period of the drive command signal from the combination switch 29 or the drive period of the synchronous drive electric load (1 [sec]) or more). If not received, it is determined that the communication process is in an abnormal state.

Then, an affirmative decision is made in S301 and S30
When the process shifts to 2, the fail-safe process is performed in S302, and the process of forcibly driving the electrical load of high importance is performed. In this embodiment, the low beam of the head lamp is turned on and the hazard lamp is blinked.

Further, a negative determination is made in S301, S303
In step S303, it is determined whether or not the received drive command signal is the drive command signal transmitted due to the occurrence of the event.
4, the process proceeds to S305 if a negative determination is made. Here, the drive command signal is provided with an event determination index (event determination flag) indicating whether or not the drive command signal is transmitted due to a change in the operation state of various operation switches, and S
At 303, it is determined based on the state of the event determination flag whether or not the event is transmitted due to the occurrence of the event. That is, in S303, a positive determination is made when the event determination flag is in the valid state, and a negative determination is made when the event determination flag is in the invalid state. The event determination flag is set to the valid state or the invalid state at the time of output from the combination switch 29. Specifically, the event determination flag is set to the valid state when it is transmitted due to a change in the operation state of the operation switch. If the data is transmitted according to the driving cycle of the synchronous drive electric load instead of the change in the operation state of the operation switch, the invalid state is set.

When an affirmative decision is made in S303 and the flow shifts to S304, in S304, drive control processing of the electric load which is the drive command target is started in accordance with the drive information obtained from the received drive command signal. Further, when a negative determination is made in S303 and the process proceeds to S305, in S305, it is determined whether or not the drive information obtained from the received drive command signal is the command content for turning on the hazard lamp or the turn lamp. If the determination is affirmative, the process proceeds to S306, and if the determination is negative, the process proceeds to S307.

Then, an affirmative decision is made in S305 and S30
When the process shifts to 6, the PWM timer (Pulse
Width Modulation timer) is set.
When the PWM timer is set by the processing in S306, the ON-state duration preset to a time shorter than the drive cycle of the synchronous drive electric load (for example, 500 [msec] which is ½ of the drive cycle) is set. Power is supplied to the turn lamp or the hazard lamp that is the target of the drive command during the period until (). As a result, the turn lamp or hazard lamp that is the target of the drive command is PWM
While the power is being supplied by the operation of the timer, it will be in the lighting state, and after the on-state duration time has elapsed, PWM
The light is turned off by stopping the power supply by the operation of the timer.

Whether the negative determination is made in S305 or S30
When the process in 6 is completed, the process proceeds to S307, and in S307, with respect to the electric loads other than the turn lamp and the hazard lamp, a process for continuing the drive control of the electric load started to be driven in S304 is performed. Then, S302 and S30
When either the processing of 4 or S307 ends, the load drive control processing ends.

In this way, in the load drive control process, when the drive command signal related to the turn / hazard lamp is input, the load drive control process is turned on until the ON state duration time elapses,
After the lapse of time, the turn / hazard lamp is driven and controlled so as to be turned off. The drive command signal for the turn / hazard lamp is input at the drive cycle of the synchronous drive electric load, and the on-state duration is set to a time shorter than the drive cycle of the synchronous drive electric load. The execution of the drive control process causes the turn / hazard lamp, which is the command target, to blink.

The load drive control process is independently executed by each of the right front ECU 3, the left front ECU 5, and the rear ECU 7, but the combination switch 29
Therefore, since the output timings of the drive command signals to the respective ECUs are the same, the turn / hazard lamps that the respective ECUs individually drive and control can blink at the same timing.

Further, in the load drive control process, when the drive command signal due to the occurrence of the event is input, the drive control process of the electric load which is the command target is started (S304), and then the drive due to the occurrence of a new event is started. The drive control process started in S304 is continued until the command signal is input (S307).

Further, in the load drive control process, the communication process via the multiplex communication line becomes abnormal, and the combination switch 2
Even when signals cannot be transmitted and received between the ECU 9 and each ECU, fail-safe processing is executed to forcibly drive the minimum electrical load required for safe driving of the vehicle. Therefore, the minimum safety can be secured.

The left front ECU 5 and the rear E
The CU 7 is composed of an electronic control unit having the same specifications as the right front ECU 3 shown in FIG.
Load drive control processing for controlling the drive of the electric load based on the drive command signal from the control unit, and the drive control of the electric load assigned to each is performed according to the drive command signal.

In the vehicle load drive system 1 of this embodiment, the combination switch 29 corresponds to the signal output device recited in the claims, and the right front ECU 3,
The left front ECU 5 and the rear ECU 7 each correspond to a load drive device, the drive command signal output processing executed by the combination switch 29 corresponds to command signal output control means, and the right front ECU 3, the left front ECU 5 and the rear ECU 7 respectively execute. The load drive control process performed corresponds to the synchronous drive control means.

Of the steps of the drive command signal output process executed by the combination switch 29, S201, S
204 and S211 correspond to the cycle detecting means, and S20
6, S208 and S209 correspond to command data generation means, and S212 corresponds to signal output means.

Further, the right front ECU 3 and the left front ECU 5 correspond to the front load drive device, and the rear E
The CU 7 corresponds to the rear load driving device, and in each step of the load driving control processing executed by each ECU, S301 corresponds to the multiplex communication abnormality detecting means, and S302 corresponds to the failsafe processing executing means.

As described above, in the vehicle load drive system 1 of this embodiment, the combination switch 29 is used.
However, the drive command signals are simultaneously output to the right front ECU 3, the left front ECU 5, and the rear ECU 7, respectively. Then, the right front ECU 3, the left front ECU 5, and the rear ECU 7
However, since the load drive control process is started based on the reception timing of the drive command signal, it is possible to synchronously drive the same type of synchronous drive electric loads that are individually drive-controlled. As a result, each ECU can drive and control each synchronous drive electric load in synchronization with another ECU without separately receiving the synchronization signal.

The output timing of the drive command signal from the combination switch 29 to each ECU is for each drive cycle of the synchronous drive electric load, and each ECU synchronizes each synchronous drive electric load based on the reception timing of the drive command signal. Can be driven. When each ECU sets a drive cycle based on its own internal timer, if there is an error in the timing accuracy of the internal timer provided in each ECU, the drive timing of each synchronous drive electric load will shift. There is a problem. However, even if there is an error in the timing accuracy of the internal timer provided in each ECU by synchronously driving each synchronous drive electric load based on the reception timing of the drive command signal as in this embodiment, Each synchronous drive electric load can be accurately synchronously driven.

As described above, since each ECU can synchronously drive and control the synchronous drive electric load without receiving the synchronous signal, it is necessary to dispose the synchronous signal transmission cable from the combination switch 29 to each ECU. Disappears. Therefore, the vehicle load drive system 1 according to the present embodiment.
According to this, in a configuration in which a plurality of ECUs (the right front ECU 3, the left front ECU 5, and the rear ECU 7) individually drive and control the synchronous drive electric loads, the respective synchronous drive electric loads can be controlled without using the synchronization signal transmission cable. It can be driven synchronously. This allows the ECU
Since it is not necessary to add a cable due to the provision of a plurality of cables, it is possible to suppress an increase in the amount of cables, and it is possible to suppress an increase in cost and an increase in cable arrangement work.

Further, in the vehicle load drive system of the present embodiment, a plurality of ECUs drive the turn / hazard lamps which are provided on the left and right and the front and rear of the vehicle, and which drive the front, rear, left and right in synchronization with each other. Have control. As described above, each ECU can synchronously drive the turn lamps or the hazard lamps provided on the front, rear, left, and right without the provision of the transmission cable for the synchronization signal. Therefore, the cost increase due to the increase of the cables and the cable arranging work can be prevented. The effect of suppressing the increase can be further exerted.

Further, in the vehicle load driving system of the present embodiment, as the electronic control unit (ECU) for driving and controlling the electric load, the right front ECU 3 and the left side for driving and controlling the front lighting device provided on the front side of the vehicle. A front ECU 5 and a rear ECU 7 that drives and controls a rear lighting device provided on the rear side of the vehicle are provided.

As a result, at least for the lighting equipment among the electric loads, the synchronous drive electric loads provided on the front side and the rear side of the vehicle are not provided with the synchronization signal transmission cable between the combination switch 29 and each ECU. Can be driven. In addition to this, since the distance from each ECU to each electric load can be shortened, the length of the zigza line connecting the ECU and each electric load can be shortened.

Therefore, according to the vehicle load driving system of the present embodiment, since the synchronizing signal transmission cable is not necessary and the decal wire can be shortened, the cost is increased by the increase of the cable and the cable arranging work is performed. Can be prevented from increasing. In the vehicle load driving system of the present embodiment, the right front ECU 3 is integrally formed with the right front lighting unit 71, the left front ECU 5 is integrally formed with the left front lighting unit 73, and the rear EC
U7 is constructed integrally with the right rear lighting unit 75.

Here, in order to protect various bulbs (bulbs) constituting various lighting fixtures from wind, rain, sand dust, etc., each lighting unit has a structure in which the bulbs are housed in a waterproof and dustproof casing. There is. Since each ECU is arranged in a housing having waterproofness and dustproofness and is configured integrally with the lighting unit, a new installation area in which waterproofness and dustproofness is secured for the ECU is newly provided. Without, it is possible to protect the ECU from water droplets and dust. Also, by configuring the ECU integrally with the lighting unit, it is possible to greatly reduce the length of the zika wire that connects the ECU and the lighting fixture (specifically, the bulb), and it is not necessary to use a waterproof cable as the zika wire. A low-priced non-waterproof cable can be used instead of an expensive waterproof cable.

Therefore, according to the vehicle load drive system of the present embodiment, it is not necessary to provide a dedicated installation space for the ECU having waterproofness and dustproofness, so that the cost can be reduced. In addition, the zika wire that connects the ECU and the lighting fixture can be significantly shortened and can be configured with a non-waterproof low-cost cable, so that the cost can be reduced.

Further, in the vehicle load driving system of this embodiment, when the ECU detects that the communication processing via the multiplex communication line is in an abnormal state, it drives the electric load to be driven under a predetermined condition. It is configured to perform fail-safe processing for ensuring safety. That is, when the signal transmission / reception between the combination switch 29 and the ECU becomes impossible, the ECU executes the fail-safe process to turn on the low beam of the headlamp,
Perform the process of blinking the hazard lamp. In this way, by turning on the low beam headlamps, it is possible to secure the visibility of the occupants at night, and by blinking the turn / hazard lamps, it is possible to notify the surroundings of a vehicle abnormality. , The minimum safety can be ensured.

Further, the right front ECU 3, the left front ECU 5 and the rear ECU 7 can be constructed by using electronic control devices having the same specifications, and it is not necessary to design and manufacture each individually, so that mass production of electronic control devices is possible. Therefore, the cost can be reduced. Since the number of electric loads arranged at the rear of the vehicle is smaller than that of the electric loads arranged at the front of the vehicle, drive control can be performed by one electronic control unit.

Further, the right front ECU 3, the left front ECU 5 and the rear ECU 7 are hybrid ICs.
It has excellent heat resistance and water resistance, and is suitable for installation in environments where the ambient temperature changes drastically like vehicles and there is a high risk of water infiltration. Compared with the conventional configuration, it is possible to significantly reduce the probability of breakage due to the adverse effect of the installation environment.
Furthermore, since the hybrid IC can arrange the digital circuit and the analog circuit in the same package and can be highly integrated, the volume of the hybrid IC is significantly larger than that of the conventional structure using the printed circuit board. Can be reduced.

Therefore, according to the vehicle load driving system of the present embodiment, it is possible to reduce failures due to the influence of the installation environment in each ECU, and therefore it is possible to continue normal operation for a longer period of time, and Since the ECU can be downsized, the mountability can be improved.

Further, each ECU of this embodiment is arranged outside the passenger compartment, and the power supply voltage (IG power supply) to be supplied to the movable load during operation is not supplied from outside.
In this configuration, the IG power source is generated inside itself. In this way, the IG power supply can be generated by the ECU arranged outside the vehicle interior, so that the IG power supply provided to the electric load provided outside the vehicle interior is provided with the IG power supply provided inside the vehicle interior. It is not necessary to provide an IG power cable that goes from the relay to the electric load outside the vehicle compartment, and the number of power cables can be reduced.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-mentioned embodiments and can take various modes. For example, the transmission cycle of the drive command signal by the combination switch 29 is not limited to the case of being equal to the drive cycle of the synchronous drive electric load, and may be 1 / n times or n times the drive cycle of the synchronous drive electric load. You may set it.

Then, when the drive command signal is output at every 1 / n cycle (T / n) of the drive cycle (for example, T), each ECU receives the drive command signal n times. Each synchronous drive electric load can be synchronously driven by controlling the synchronous drive electric load once each time. Alternatively, the drive command signal is n in the drive cycle (for example, T).
When the output is performed every double period (n × T), each ECU
Each time the drive command signal is received once, the synchronous drive electric loads can be synchronously driven by controlling the synchronous drive electric loads n times at equal time intervals.

In the latter case, the ECU measures the reception cycle of the drive command signal by an internal clock provided inside itself, and at the same time elapses every n times the measured reception cycle. It is determined that the synchronous drive electric load is synchronously drive-controlled for each drive cycle. At this time, even if there is an error in the timing accuracy of the internal clock provided in each ECU, the drive timing can be synchronized at least with the reception timing of the drive command signal, so that the drive control by different ECUs is performed. It is possible to prevent the drive timing of the synchronous drive electric load from being significantly deviated over time.

In the fail-safe processing executed by each ECU, the low beam headlamp or turn / turn /
Not limited to the drive control of the hazard lamp, the high beam headlamp may be turned on, or at least one of the low beam headlamp, the high beam headlamp and the turn / hazard lamp may be driven. Good. When driving and controlling the plurality of electric loads, it is preferable to drive the low-beam headlamp with the highest priority to ensure the driver's visibility at night and ensure safety.

When the high-beam headlamp is turned on for fail-safe processing, it is preferable to drive the high-beam headlamp with a light amount lower than that in normal use. As a result, it is possible to prevent the occupant of the oncoming vehicle from losing his or her visual field due to the glare caused by the irradiation of the high beam headlamp, and it is possible to prevent the driving of other vehicles from being hindered. Further, by adjusting the light amount of the high beam headlamp, it is possible to cope with a DRL (Daytime Running Light) that lights up lights continuously during the day. As a specific method for reducing the light quantity, for example, a method of switching the energization path to the high beam headlamp to a path having a large electric resistance value, or a left high beam headlamp and a right high beam headlamp It is advisable to adopt a method of switching to serial connection, a method of duty control, or the like.

Furthermore, in the above embodiment, the vehicle load drive system 1 having the configuration in which the combination switch 29 performs the role of the master (master in the communication protocol) that outputs the drive command signal to each ECU has been described. Alternatively, a body ECU or a meter ECU including a microcomputer may operate as a master of a communication protocol. In this case, the body ECU, meter ECU, etc.
A switch operation signal corresponding to the operation state of each switch may be detected at regular intervals, and a drive command signal may be output to each ECU that drives and controls the electric load based on the detected switch operation signal. .

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a load driving system for a vehicle that controls driving of various electric loads in a vehicle.

FIG. 2 is an explanatory diagram showing an internal configuration of the right front ECU and a connection state between the right front ECU and various electric loads.

FIG. 3 is a flowchart showing the processing contents of drive command signal output processing executed by the combination switch.

FIG. 4 is a flowchart showing the processing content of load drive control processing executed by a control circuit provided in the ECU.

[Explanation of symbols]

1 ... Vehicle load drive system 3 ... Right front EC
U, 5 ... Left front ECU, 7 ... Rear ECU, 11 ...
Control circuit, 13 ... Communication interface, 15 ... Signal receiving unit, 29 ... Combi switch, 43 ... Multiplex communication line, 51
R ... right head lamp, 51RHi ... high beam lamp, 51RLo ... low beam lamp, 55R ... right cornering lamp, 57R ... right clearance lamp,
59R ... right front fog lamp, 61R ... right turn / hazard lamp, 61RF ... right front turn / hazard lamp, 61RS ... right side turn / hazard lamp, 71 ... right front lighting unit, 73 ... left front lighting unit, 75 ... Right rear lighting unit, 77 ... Left rear lighting unit, 83 ... License lamp, 85 ... Rear wiper.

Claims (18)

[Claims] 1. A signal output device for outputting a drive command signal of an electric load according to an operation state of an operation switch by an occupant via a multiplex communication line, and a signal output device transmitted from the signal output device via the multiplex communication line. A plurality of load driving devices that drive and control the electric load based on the drive command signal, wherein the plurality of load driving devices individually drive and control a plurality of synchronous drive electric loads to be synchronously driven. A load drive system for a vehicle, wherein the signal output device outputs the drive command signal to the plurality of load drive devices at every drive cycle of the synchronous drive electric load or every cycle proportional to the drive cycle. The load drive device performs drive control of the synchronous drive electric load for each drive cycle based on the reception timing of the drive command signal. Vehicle load drive system that features a comprising a synchronous drive control means. 2. A command signal output control means of the signal output device measures a lapse of time to detect the drive cycle or a cycle in proportion to the drive cycle, and the drive means by the cycle detection means. When a cycle or a cycle proportional to the drive cycle is detected, command data generating means for generating drive command data corresponding to each of the plurality of load driving devices, and the drive command generated by the command data generating means The load drive system for a vehicle according to claim 1, further comprising: a signal output unit that outputs the drive command signal based on data to each of the load drive devices. 3. The load drive system for a vehicle according to claim 1, wherein the load drive device drives and controls at least a turn lamp or a hazard lamp as the synchronous drive electric load. 4. The front load drive device for driving and controlling at least a front side lighting device provided on the front side of the vehicle as the plurality of load driving devices and the drive control for at least a rear side lighting device provided on the rear side of the vehicle. The rear load drive system is provided, The load drive system for vehicles in any one of Claim 1 to 3 characterized by these. 5. The load drive device drives and controls at least a lighting fixture as the electric load, and is configured integrally with the lighting fixture, according to any one of claims 1 to 4. The load drive system for vehicle according to. 6. The load driving device includes multiplex communication abnormality detecting means for detecting that the communication processing via the multiplex communication line is in an abnormal state, and the multiplex communication abnormality detecting means detects an abnormal state of the communication processing. When the detection is performed, a fail-safe process executing unit that executes the fail-safe process for driving the electric load to be driven under a predetermined condition to ensure safety is provided. The load drive system for a vehicle according to claim 5. 7. As one of the plurality of load drive devices,
At least a low-beam headlamp, a high-beam headlamp, or a turn / hazard lamp is provided with a load driving device, and the fail-safe processing executing means of the load driving device is provided with:
The load drive system for a vehicle according to claim 6, wherein a process for driving at least one of the low beam headlamp, the high beam headlamp, and the turn / hazard lamp is executed as the fail-safe process. 8. As one of the plurality of load drive devices,
A load driving device for driving and controlling at least a high beam headlamp is provided, and the fail-safe processing executing means of the load driving device is
The vehicle load drive system according to claim 6 or 7, wherein, as the fail-safe process, the high-beam headlamp is driven with a light amount lower than that during normal use. 9. The load driving system for a vehicle according to claim 1, wherein a plurality of load driving devices individually driving and controlling a plurality of synchronous drive electric loads to be synchronously driven are provided. A signal output device for outputting a drive command signal of an electric load according to an operation state of an operation switch by an occupant via a multiplex communication line, the signal output device being in proportion to a drive cycle of the synchronous drive electric load or proportional to the drive cycle. A signal output device comprising: a command signal output control means for outputting the drive command signal for each cycle. 10. The signal output device according to claim 9, wherein the command signal output control means measures a lapse of time and detects the drive cycle or a cycle proportional to the drive cycle. Command data generating means for generating drive command data corresponding to each of the plurality of load driving devices when the cycle detecting means detects the drive cycle or a cycle proportional to the drive cycle, and the command data generating means. A signal output unit that outputs the drive command signal based on the drive command data generated by the signal output device. 11. The vehicle load drive system according to claim 1, wherein a plurality of units to be synchronously driven based on a drive command signal transmitted from a signal output device via a multiplex communication line. Of at least one of the synchronous drive electric loads, the drive control of the synchronous drive electric loads for each drive cycle of the synchronous drive electric loads based on the reception timing of the drive command signal. A load drive device, comprising: a synchronous drive control means for performing. 12. The load driving device according to claim 11, wherein at least a turn lamp or a hazard lamp is drive-controlled as the synchronous driving electric load. 13. The load driving device according to claim 11 or 12, wherein the front lighting device provided on the front side of the vehicle is drive-controlled. 14. The load driving device according to claim 11 or 12, wherein the rear lighting device provided on the rear side of the vehicle is driven and controlled. 15. The load driving device according to claim 11, wherein at least the lighting fixture is drive-controlled as the electric load, and is configured integrally with the lighting fixture. A load drive device characterized by: 16. The load driving device according to claim 11, further comprising: multiplex communication abnormality detecting means for detecting that the communication processing via the multiplex communication line is in an abnormal state. When the multiplex communication abnormality detecting means detects an abnormal state of the communication processing, a failsafe processing executing means for driving the electric load to be driven under a predetermined condition to execute failsafe processing for ensuring safety; A load drive device characterized by comprising: 17. The load driving device according to claim 16, wherein the load driving device drives and controls at least one of the low-beam headlamp, the high-beam headlamp, and the turn / hazard lamp. The executing means performs at least the low-beam headlamp, the fail-safe processing,
A load driving device characterized by executing processing for driving either a high beam headlamp or a turn / hazard lamp. 18. The load driving device according to claim 16 or 17, wherein the load driving device drives and controls at least a high-beam headlamp, wherein the fail-safe processing execution means performs the fail-safe processing. A load driving device, characterized in that the headlight for high beam is driven with a light amount lower than that during normal use.