JP3335674B2 - Vehicle load control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a load control device for a vehicle, and more particularly to a load control device for a vehicle capable of controlling power supply to a plurality of on-vehicle electrical components.

[0002]

2. Description of the Related Art As is well known, in recent years, the types and quantities of electrical components mounted on vehicles such as automobiles have been dramatically increased, and will continue to increase in the future. On the other hand, the amount of power supplied by the power generation device and the power storage device provided in the vehicle is naturally limited. Therefore, there is a demand for efficient power supply control for each electrical component to save power.

In this regard, for example, Japanese Patent Application Laid-Open No. 61-5 / 1986
According to Japanese Patent No. 4336, the vehicle electric load having a plurality of operation modes is controlled by lowering the operation mode of the load by one step when the running vehicle stops running. It has been proposed to prevent useless energization of a load. In the case of performing power supply control for a plurality of electric loads, priorities of operation are determined in advance in accordance with the degree of necessity of each load, and an operation request is issued to these loads simultaneously. In some cases, it is considered to operate according to this priority.

[0004]

However, as described above, simply operating the vehicle according to the priority order, especially for the electrical components having a low priority order, even if the occupant turns on the operation switch to operate the electronic device, If an operation request is also issued to an electrical component with a higher priority at the same time, the operation will be restricted until the power supply to this higher-priority component is completed, and the function will be demonstrated in a timely manner. There was a problem that the passengers could not be satisfied with the requirements of the occupants. Also, even if the priority is set, the degree of necessity for the operation of each load may differ depending on the situation at each time, and if this is fixedly set, the demand of the occupant cannot be satisfied. There was also.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. Even when a plurality of loads are requested to operate at the same time, it is possible to operate each load relatively quickly to secure the operation state. It is an object of the present invention to provide a load control device for a vehicle, which is capable of achieving power saving.

[0006]

Therefore, a vehicle load control device according to a first aspect of the present invention includes a control unit that controls power supply to a plurality of on-vehicle electrical components, and the control unit includes a plurality of loads. When the operation is requested at the same time, the plurality of loads requested to be operated are duty-controlled, and the duty outputs are output alternately so that the plurality of loads requested to be operated are not energized simultaneously. The control is characterized in that

Further, in the vehicle load control device according to a second invention of the present application, in the first invention, the control unit assigns a priority to each load according to a frequency of an occupant's operation request for each load. The duty of each load is set so that the duty ratio of the higher priority load is higher than that of the lower priority load.

[0008]

According to the first aspect of the present invention, when a plurality of loads are requested to operate at the same time, the duty control of these loads is performed and the duty control is performed so that the plurality of loads are not energized at the same time. Therefore, all the loads requested to be operated can be simultaneously operated with the duty output. Therefore, as in the case where the operation is simply controlled in accordance with the priority order, a significant time delay does not occur between a specific (lower priority) load and an actual operation start after an operation request is issued. Also, the total amount of power supply to each load can be limited. In other words, even when there is a request for operation for a plurality of loads at the same time, each load can be operated relatively quickly to ensure its operation state, and power can be saved.

According to the second aspect of the present invention, basically, the same effects as those of the first aspect can be obtained, and furthermore, the frequency of the occupant's operation request for each load is reduced. Accordingly, a priority is set for each load, and the duty of each load is controlled so that a load with a higher priority has a larger duty ratio than a load with a lower priority.
The frequency of the occupant's operation request, that is, a load that needs to be operated in that situation, can be operated with a high duty ratio preferentially, so that the occupant's request can be more accurately responded to. it can.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is an overall configuration diagram of a vehicle power supply device according to the present embodiment.
The low-voltage on-vehicle battery 2 is a low-voltage alternator that generates a low voltage of 12 V and charges the on-vehicle battery 1, and is driven and linked to an engine (not shown). Reference numeral 3 denotes a 12V power supply via the power supply harness 4 of the on-vehicle battery 1 and the alternator 2 of the low voltage system.
The electric component 3 includes a small lamp of a vehicle, a room lamp, and various meters arranged around a driver's seat. Further, a headlamp 5 of the vehicle is connected to the power supply harness 4 as another low-voltage electrical equipment mounted on the vehicle. The headlamp 5 has a normally open contact 7 a that is closed by closing a headlamp switch 6. 7 is controlled.

Further, the alternator 2 of the low-voltage system has a step-up means as a boosting means in an AC portion before rectification.
A phase transformer 10 is connected. The transformer 10 has 3
It has a primary winding 10a and a secondary winding 10b of a single phase, and boosts a low voltage 12V on the primary side to transform it into a high voltage of 48V, and also generates a three-phase AC generated in the secondary winding 10b. 6 to rectify
It has a rectifier 10c composed of three diodes. The rectifier 10c of the transformer 10 is connected to a high-voltage vehicle-mounted battery 15 that is charged with a high voltage of 48V via a power supply harness 13 provided with a fuse 12. The high voltage of the power supply harness 13 is applied to the high voltage control unit 20 via the other power supply harnesses 16 to 19 at a stage subsequent to the fuse 12, and the control unit 20 further includes the high voltage system. Of the vehicle-mounted battery 15 is applied through another power supply harness 21.

The high voltage control unit 20 includes:
The on-board electrical equipment 22 of a high voltage system of 48V is connected. The high-voltage system on-vehicle electrical component 22 includes a high-capacity catalytic heater 23 for heating a catalytic device disposed in an exhaust passage of the engine;
It comprises a heated window 24 for heating and removing ice and snow deposited on the front window glass of the vehicle, and a rear heating wire 25 for removing fogging of the rear window glass. These are supplied with power by the high voltage control unit 20. The high voltage control unit 20 includes the primary winding 10a of the transformer 10 and the alternator 2
Two contact points 2 provided in a predetermined two-phase harness between
A control relay 28 having an 8a is connected, and a controller 29 for controlling the engine is connected. The controller 29 controls the engine to increase the engine speed when the amount of power generated by the alternator 2 is small. Further, a controller 31 such as an air conditioner that controls the low-voltage system on-vehicle electrical component 3 is connected to the high-voltage control unit 20. By transmitting and receiving signals between the two, it is possible to set a priority order for the start of the operation between the high-voltage system on-board electrical component 22 and the low-voltage system on-board electrical component 3 and to control the duty thereof. It has a configuration that can be used.

In addition, reference numeral 35 denotes an acceleration sensor for detecting the acceleration of the vehicle, which constitutes collision detection means for detecting the collision of the vehicle with the acceleration sensor 35. 36
Is a current sensor that detects the current of the low-voltage vehicle-mounted battery 1; 37 is a current sensor that detects the current of the high-voltage vehicle-mounted battery 15; 38 is a current sensor that detects the current flowing through the heated window 24; The quality of the state of charge of the low-voltage battery 1 is detected by the current sensor 36.
The detection signals of the current sensors 36 to 38 are input to the high-voltage control unit 20, and the high-voltage control unit 20 controls and controls the on-vehicle electric component 22 of the high-voltage system. The operation of the vehicle-mounted electrical components 22 of the system is controlled by the voltage of the 12V battery 1 of the low-voltage system, or the other vehicle-mounted electrical components 22, 3, 5 of the high-voltage system or the low-voltage system
The control means performs control in accordance with the operation state of.
In the drawing, 40 is a switch for controlling the catalyst heater 23, 4
1 is a switch for controlling the heated window 24, 42 is a switch for controlling the rear heating wire 25, and 43 is a catalyst heater 23.
An indicator lamp indicating when power is supplied to the heated window 24;
Reference numeral 45 denotes an indicator lamp indicating when power is supplied to the rear heating wire 25.

Next, the overall control of the high-voltage in-vehicle electrical components 22 by the high-voltage control unit 20 will be described. In the on-vehicle electrical component 22 of the high-voltage system, when the plurality of loads are requested to operate simultaneously, the catalyst heater 23 operates with priority for the start of the operation, and then the heated window 24 has priority, Finally, the rear heating wire 25 operates. As will be described in detail later, these are all subjected to duty control after the start of operation, and can be operated simultaneously by alternately outputting the respective duty outputs.

The priority order between the high-voltage system electric equipment 22 and the low-voltage system headlamp 5 or the vehicle air conditioner is as follows. That is, when the operation switch of the low-voltage headlamp 5 or the on-vehicle air conditioner is turned ON while the power is supplied to the high-voltage catalyst heater 23, no priority is given to the start of operation of both, and the catalyst heater 23 Is switched from the power supply via the alternator 2 and the transformer 10 to the power supply from the high-voltage battery 15. As a result, the current generated by the alternator 2 is supplied to the headlamp 5 or the vehicle air conditioner to ensure simultaneous operation. In order to limit the amount of power supplied during the simultaneous operation to a necessary minimum, the headlamp 5 is set to Hi.
In the case of a beam state, the air conditioner is switched to a low beam, the light is turned off when the vehicle stops, or the airflow level of the vehicle-mounted air conditioner is switched to a low level. On the other hand, while power is being supplied to the heated window 24 or the rear heating wire 25, the head lamp 5
Alternatively, when the operation switch of the on-vehicle air conditioner is turned on, priority is given to the latter operation start of the low-voltage system, and power supply to the heated window 24 or the rear heating wire 25 is restricted.

The switching of the power supply to the high-voltage electric equipment 22 in response to the voltage state of the low-voltage 12V battery 1 is as follows. That is, during the power supply from the transformer 10 or the high-voltage battery 15 to the catalyst heater 23 or during the power supply from the transformer 10 to the heated window 24, the voltage of the 12V battery 1 is lower than the set value based on the output signal of the current sensor 36. When a low capacity condition is detected,
The power supply to the catalyst heater 23 or the heated window 24 is switched from the transformer 10 to the high-voltage battery 15. on the other hand,
In a situation where power is being supplied from the high-voltage battery 15 to the heated window 24 while the contact 28a of the relay 28 in the transformer 10 is open, the power supply to the heated window 24 is stopped. Further, when the voltage of the 12 V battery 1 drops below the set value while the power is being supplied to the rear heating wire 25, the power supply to the rear heating wire 25 is stopped and continued until the voltage of the 12 V battery 1 returns to the set value or more. As a result, the generated current of the alternator 2 can be supplied to the 12V battery 1 for charging, and the voltage can be returned to a set value or more.

The high voltage control unit 20
Is the alternator 2 based on the output signal of the current sensor 37.
Alternatively, it is configured to detect when a high voltage of 48 V in which the transformer 10 has failed does not occur, and supply the high-voltage vehicle-mounted battery 15 as a power supply to the high-voltage vehicle-mounted electrical components 22 at the time of this detection. I have. Further, the high-voltage control unit 20 is configured to stop supplying power to the 48 V high-voltage electrical equipment 22 when a vehicle collision is detected based on the output of the acceleration sensor 35.

Therefore, in the above embodiment, 48
With respect to power supply to the V-mounted high-voltage electrical equipment 22, a 12-V AC voltage generated by the 12-V low-voltage alternator 2 is boosted to a 48-V high voltage by the transformer 10, and the high-voltage is supplied to the 48-V high-voltage system. High-voltage electrical equipment 22
, The alternator 2 used is the conventional 12
It can be composed of a normal V low voltage system. Moreover, since the high-voltage 48V battery 15 is provided, the alternator 2
Alternatively, even when the transformer 10 is out of order, it is possible to supply power to the on-vehicle electrical component 22 of the high-voltage system,
When the capacity of the V battery 1 decreases, the 48 V battery 15
Supply power to the high-voltage catalyst heater 23, thereby increasing the capacity of the alternator 2 by a large amount.
The battery can be supplied and charged to recover its capacity shortage.

In this embodiment, when a plurality of loads (electrical components) are requested to operate at the same time, the duty of these loads is controlled, and the duty output is output alternately, whereby the operation is performed. All requested loads can be activated simultaneously. Hereinafter, this duty control will be described with reference to the electric component 2 of the high voltage system.
A description will be given with reference to the flowchart of FIG. 2 and the graph of FIG. 3 by taking as an example a case where the operation of the two heated windows 24 and the rear heating wire 25 is requested at the same time.

First, at step # 1, it is determined whether or not the control switch 41 (heated window switch) of the heated window 24 is turned on.
, The control switch 42 for the rear heating wire 25
(Rear hot wire switch) is ON (Step #
15: YES), as shown in Steps # 16 to # 18, the energization of the rear heating wire 25 is started, and the indicator lamp 45 is turned on. Controlled.
In this case, since only the rear heating wire 25 is requested to operate, the duty ratio is set to be relatively large.

On the other hand, when the heated window switch 41 is ON (step # 1: YES),
If the rear hot-wire switch 42 is not ON (Step # 2: NO), Steps # 19 to #
As shown in FIG. 21, the energization of the heated window 24 is started, and the indicator lamp 44 is turned on.
4 is duty-controlled. In this case, since only the operation of the heated window 24 is requested, the duty ratio is set to be relatively large.

When both the heated window switch 41 and the rear hot wire switch 42 are turned ON, as shown in Steps # 3 to # 5, first, until the predetermined time elapses, the rear hot wire 25 is The energization of the heated window 24 is started while the energization is on standby. Then, when a predetermined time has elapsed (step # 5: YE
S), as shown in steps # 6 to # 8, this time until the predetermined time has elapsed, the heated window 2
In a state in which the energization of the rear hot wire 25 is started, the energization of the rear hot wire 25 is started. When this predetermined time has elapsed (step # 8: YES), the duty output of the heated window 24 and the rear heating wire 25 is started in step # 9, and the duty output is set to a predetermined duty ratio (for example, 1: 1).
Are output alternately. In the above case, the indicator lamps 44 and 45 of the heated window 24 and the rear heating wire 25 are turned off when the power is not supplied, blinked when the power is on standby, and lit when the power is supplied.

Thereafter, in step # 10, it is determined whether or not the heated window switch 41 has been turned off.
If this is YES, energization of the heated window 24 is stopped (step # 11), and if the rear hot-wire switch 42 is maintained in the ON state (step # 12: NO), the rear hot-wire 25 Only at a relatively large duty ratio (step # 1).
8). On the other hand, when the heated window switch 41 is kept ON (step # 10: YES) and the rear hot-wire switch 42 is turned OFF (step # 14: YES), only the heated window 24 is relatively Duty control with large duty ratio
(Step # 21). In addition, the heated window 24 and the rear heating wire 25 performed as described above are used.
An example of the duty control is shown in the graph of FIG.

As described above, according to this embodiment, a plurality of loads (the heated window 24 and the rear heating wire 2
5) When the operation is requested at the same time, the loads are duty-controlled and the respective duty outputs are controlled so as to be output alternately. Therefore, these loads are simultaneously operated with the duty outputs output alternately. Can be done. Therefore, as in the case where the operation is simply controlled in accordance with the priority order, a significant time delay does not occur between the load (the rear heating wire 25) having a low priority order and the actual start of the operation after the operation request. Further, the total amount of power supply to the heated window 24 and the rear heating wire 25 can be limited. In other words, even when there is an operation request for a plurality of loads at the same time, each load can be operated relatively quickly to ensure the operation state, and power can be saved.

In the above embodiment, the duty ratio in the case where the heated window 24 and the rear heating wire 25 are requested to operate at the same time and both are operated at the same time is fixedly set. By changing according to the degree, that is, according to the frequency of the occupant's operation request, it is possible to more appropriately respond to the occupant's request. Next, another embodiment of the present invention will be described with reference to the flowcharts of FIGS.

When the system is started, first, in steps # 31 and # 32 (see the flowchart of FIG. 4), the number of times the heated window switch is turned ON (Nh) and the rear hot wire switch are turned ON within a predetermined time. The number of times (Nd) is counted. And
Based on the counted times Nh and Nd, the duty ratio between the heated window and the rear hot wire is set in steps described below in detail (step # 33). It is controlled (step # 34).

Next, the setting of the duty ratio in step # 33 will be described (see the flowchart of FIG. 5).
First, in step # 41, the number of times the heated window switch is turned on (Nh) is compared with the number of times the rear hot-wire switch is turned on (Nd). If the number of times the heated window switch is turned on is larger (step # 41: YES) If the difference is two or more times (step # 42: YES),
The ratio of the energization time to the heated window and the rear heating wire (that is, the duty ratio) is set to 3: 1 (step # 43), and if the difference is less than two, that is, one (step # 42: NO) ), The duty ratio is set to 2: 1 (step # 44).

On the other hand, if the decision result in the step # 41 is NO, the absolute value of the difference between the ON times of both switches is 2
If so (step # 45: YES), the duty ratio between the rear hot wire and the heated window is set to 3: 1 (step # 46). If the absolute value is smaller than 2 (step # 45: NO), the value is set to 0
If it is (zero) (step # 47: YES), the duty ratio is set to 1: 1 (step # 49), and if the absolute value is not 0 (zero), that is, it is 1 (step # 47). 4
7: NO), the duty ratio is set to 2: 1 (step # 48).

As described above, according to this embodiment, the same effects as those of the first embodiment can be obtained, and in addition, the number of times the occupant performs the switch operation for each load (heated window and rear hot wire), In other words, according to the frequency of the operation request, priority is set for each load, and control is performed so as to change the duty ratio of each load.
In other words, a load that is highly required to be operated in that situation can be preferentially operated with a large duty ratio, so that it is possible to more accurately respond to the request of the occupant.

In each of the above embodiments, the case where the heating window and the rear heating wire are requested to operate at the same time has been described as an example, but in addition to this, other electric components such as a catalyst heater are additionally provided. The same control can be performed when the operation of the component is requested at the same time, or when the operation of other electrical components is requested.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle power supply device according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating an example of duty control of an electrical component according to the embodiment.

FIG. 3 is a graph showing an example of duty control of the electrical component.

FIG. 4 is a flowchart illustrating an outline of duty control of an electrical component according to another embodiment of the present invention.

FIG. 5 is a flowchart illustrating an example of a method of setting a duty ratio in duty control of an electrical component according to another embodiment.

[Explanation of symbols]

 20: High voltage control unit 24: Heated window 25: Rear hot wire 41: Heated window control switch 42: Rear hot wire control switch

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ identification code FI B60S 1/58 B60S 1/58 A (58) Investigated field (Int.Cl. ⁷ , DB name) B60R 16/02 645 B60R 16 / 02 660 B60R 16/02 670 B60S 1/54 B60S 1/58

Claims (2)

(57) [Claims] [Claim 1, further comprising a control unit that performs power supply control for a plurality of automotive electrical components, the control unit, when the load of the multiple is actuated simultaneously requested were these operation demand
Duty control of multiple loads and each duty
The above operation is requested by alternately outputting the
The vehicle load control system according to claim <br/> be controlled so as not energized simultaneously for a plurality of loads were. 2. The control unit sets a priority for each load according to the frequency of an occupant's operation request for the load,
2. The load control device for a vehicle according to claim 1, wherein each load is duty-controlled so that a load having a higher priority has a larger duty ratio than a load having a lower priority.