EP2643842A1 - Procédé de pilotage d'un relai embarqué sur une automobile - Google Patents

Procédé de pilotage d'un relai embarqué sur une automobile

Info

Publication number
EP2643842A1
EP2643842A1 EP10819725.2A EP10819725A EP2643842A1 EP 2643842 A1 EP2643842 A1 EP 2643842A1 EP 10819725 A EP10819725 A EP 10819725A EP 2643842 A1 EP2643842 A1 EP 2643842A1
Authority
EP
European Patent Office
Prior art keywords
relay
vehicle
holding power
previous
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10819725.2A
Other languages
German (de)
English (en)
Other versions
EP2643842B1 (fr
Inventor
Roger Schmidt
Gilles Goumy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault Trucks SAS filed Critical Renault Trucks SAS
Publication of EP2643842A1 publication Critical patent/EP2643842A1/fr
Application granted granted Critical
Publication of EP2643842B1 publication Critical patent/EP2643842B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/22—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for supplying energising current for relay coil
    • H01H47/32—Energising current supplied by semiconductor device
    • H01H47/325—Energising current supplied by semiconductor device by switching regulator
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/02—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay
    • H01H47/04—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current

Definitions

  • the invention relates to a method for piloting a least one electromagnetic relay onboard an automotive vehicle, comprising electric power regulation means adapted to control the holding power available for the relay.
  • Automotive vehicle are usually equipped with several electromagnetic relays, which are operated to open or close electrical circuits feeding various functions of the vehicle with electrical current. These relays are most often of the "normally open” type, and they are operated by electrical currents in order to close them and hold them in closed configuration to allow passage of electrical current. As the number of relays of a vehicle is quite high, it induces a high electrical energy consumption.
  • PWM Pulse Width Modulation
  • This invention aims at proposing a new method for piloting a relay on-board an automotive vehicle, which allows to adapt the electrical consumptions of relays on the basis of various operating configurations of the vehicle in order to save electrical energy and prevent damages on the battery of the vehicle.
  • the invention concerns a method for piloting at least one relay on-board an automotive vehicle comprising electric power regulation means adapted to control the holding power available for the relay.
  • This method is characterized in that the electric power regulation means adjust the holding power to at least two intermediate and distinct levels inferior to a maximum value corresponding to the switching power of the relay, and superior to a threshold low value, on the basis of at least one parameter representing the state of the vehicle.
  • the holding power of the relay can be adapted to the state of the vehicle.
  • the invention allows to spare electrical energy and to prevent discharge of the battery of the vehicle when high holding powers are not needed.
  • such a method may incorporate one or several of the following features:
  • At least one of the two intermediate levels is adjustable.
  • a first intermediate level corresponds to a moving state of the vehicle, whereas a second intermediate level corresponds to a stopped state of the vehicle and whereas the holding power value of the first level is superior to the holding power value of the second level.
  • Each relay of the vehicle is piloted with the same intermediate level holding power values.
  • different relays of the vehicle are piloted with different intermediate levels of holding power determined on the basis of safety and/or operability criteria.
  • the first intermediate level is set to a value comprised between 75% and 90% of the switching power of the relay.
  • the second intermediate level is set to a value comprised between 50% and 75% of the switching power of the relay.
  • the holding power of the relay is adjusted on the basis of the operation state of the engine of the vehicle, and/or on the basis of the state of charge of a vehicle battery, and/or on the basis of the temperature of the relay or of its immediate surroundings.
  • the holding power of the relay is adjusted on the basis of the detection of the amplitude of vibrations occurring in the vehicle.
  • the electric power regulation means comprise voltage regulating means.
  • the electric power regulation means comprise pulse width modulation means.
  • FIG. 1 is a schematic representation of an electric circuit of a vehicle with which the method of the invention can be implemented;
  • FIG. 2 is a time versus voltage chart of a pulse width modulation in one method according to the invention
  • FIG. 3 is a time versus holding power chart representing different holding power levels of a relay with which one method according to the invention can be implemented.
  • An automotive vehicle comprises various electrically powered equipments such as a windshield wiper system 10, an air conditioning system 20 and a light system 30. These systems are schematically represented on figure 1 and comprise electromagnetic relays adapted to switch on or switch off various functions. Electromagnetic relays may use an electromagnet to operate a switching mechanism mechanically. For the understanding of the figures, one relay is represented in each of systems 10, 20 and 30 with the respective references 101, 201 and 301.
  • Relays 101 , 201 and 301 are adapted to open or close not shown electrical circuits in order to operate various functions such as activation of the windshield wipers, switching on of air conditioning modes or switching on of some lights of the vehicle.
  • the relays could be of the "normally closed” type, it will be hereinafter assumed that they are of the "normally open” type, thereby requiring some holding power to be maintained in their closed state which is their forced state, but virtually no power to be maintained in their open state, which is their relaxed state. Switching of a relay from its relaxed state to its forced state requires a so-called switching pilot current having a switching power.
  • Each of the relays of the vehicle is fed with electrical pilot current by a power unit 2 of the vehicle.
  • Power unit 2 comprises a battery 4 and an electric power regulation unit.
  • the power regulation unit controls the amount of power of the pilot current. It can therefore control the switching of the relay and its holding in its forced state.
  • the relays can be controlled by an alternate current, but it will be hereinafter considered that the relays are controlled by a direct pilot current.
  • the power regulation unit controls the voltage and/or the intensity of the pilot current. For example, it will be a voltage regulating unit.
  • the voltage regulating unit could simply deliver a continuous direct current at carious intermediate levels of voltage.
  • the electric power regulating unit is embodied as a pulse width modulation unit 6, hereafter named PWM unit 6.
  • PW unit 6 is connected to battery 4 by an electrical feeding line 61.
  • PWM unit 6 is adapted to feed each of relays 101 , 201 and 301 with respective electrical currents C101, C201 and C301 generated by PWM unit 6 on the basis of the operations to be realized by systems 10, 20 and 30.
  • the electrical currents provided to the relays may show a form as represented schematically on figure 2.
  • the currents comprise pulses 80 of a determined width W80 separated by intervals 82 which have a width W82.
  • width is understood with respect to the graphical representation of the current. Basically, it denotes a time duration.
  • This profile determines a duty cycle DC, determined by the following formula:
  • duty cycle DC permits to determine the effective power of the pilot current provided to the relay, which equals the nominal power multiplied by duty cycle DC.
  • the nominal power corresponds to the power which would be absorbed from battery 4 if each current comprised no intervals 82 and were a continuous current.
  • pulses 80 have a nominal voltage VN, and the width and periodicity of pulses 80 determine an effective power which is inferior to the nominal power.
  • the effective power corresponds to the holding power of each relay, which determines the "force" with which each relay is maintained in its closed position.
  • relay 101 When relay 101 has to be switched, i.e. in the exemplified case to its closed position, electrical current C101 is provided with a switching power, here a closing power Pc, which corresponds to the nominal power of current C101 and to the highest portion of the curve on figure 3. At this instant, current C101 is for example a continuous current pulse with no intervals because relay 101 has to be closed firmly and as fast as possible.
  • a switching power here a closing power Pc
  • Holding power Ph can be set to two different intermediate levels of holding power Ph1 and Ph2.
  • Ph1 corresponds for example to the holding power provided to relay 101 when the engine of the vehicle is running, because vibrations may occur and loosen the closing contact of relay 101.
  • This first intermediate level Ph1 is set by PWM unit 6 by creating intervals 82 in current C101. This is done by electronic components in a way well known by those skilled in the art.
  • First intermediate level Ph1 has a holding power which is for example comprised between 75% and 90% of the value of closing power Pc of relay 101.
  • relay 101 When the engine of the vehicle is shut down, it can be considered that relay 101 is not affected by vibrations. It needs therefore less holding power than if vibrations where still occurring. One can therefore reduce power consumption of relay 101 by reducing the effective power of current C101.
  • PWM unit 6 sets holding power of relay 101 to a second intermediate level Ph2, which is inferior to first intermediate level Ph1. Second intermediate level Ph2 has for example a holding power comprised between 50% and 75% of the value of closing power Pc of relay 101.
  • the power provided to relay 101 equals 100% of the nominal power of relay 101 , which corresponds to the closing power Pc.
  • the holding power can be reduced to first intermediate level Ph1 at a time t1.
  • the engine of the vehicle is shut down.
  • This event is detected by an engine operation sensor 64 adapted to detect the operation phases of the engine.
  • this sensor can be an engine speed sensor, or any other mean adapted to detect the operating state of the engine.
  • Sensor 64 is adapted to transmit to PWM unit 6 information about the operation state of the engine thanks to an electronic signal S64.
  • the electronic signal S64 representative of the operating state of the engine can be delivered by an electronic control unit based on a number of data, for example the data coming from ah engine speed sensor.
  • the holding power of relay 101 is reduced from first intermediate level Ph1 to second intermediate level Ph2, by widening intervals 82 or by reducing width W80 of pulses 80.
  • determination of which intermediate level of pilot current is to be fed to the relay can be made on the basis of the engine operating state and/or on the basis of other parameters. For example, it can be taken into account the state of charge of the battery 4, and/or of the temperature of the relay or of its immediate surroundings.
  • vehicles often comprise a so-called electrical junction box or electrical centre in which can be found a number of relays.
  • Such electric junction box is often a relatively closed enclosure where the temperature is susceptible to rise. Therefore, if a temperature sensor is provided in such an enclosure, it can be used to determine that at least a number of relays should be fed with a reduced holding power to limit the temperature increase in the box.
  • the determination of holding power for each relay will be determined on the basis of a combination of parameters.
  • the method of the invention has been described for relay 101 , but can also be implemented with relays 201 and 301 , and with all the non represented relays the vehicle is equipped with.
  • at least one of the intermediate levels Ph1 and Ph2 may be adjustable on the basis of the above mentioned parameters or of other parameters.
  • the vehicle may be equipped with a vibration sensor 66, adapted to measure vibrations at a given place in the structure of the vehicle and to transmit the results to PWM unit 6.
  • This data may be transmitted thanks to an electronic signal S66.
  • the vehicle can comprise various sensors of this kind, adapted to measure vibrations at different places in the structure of the vehicle. For instance, in case the vehicle moves on a damaged road, vibrations amplitudes are higher than if the vehicle moves on a good road, and relays need more holding power to be maintained in closed position.
  • PWM unit 6 may then adapt first intermediate level to a value which prevents relays from opening, on the basis of the measures of vibration sensor 66.
  • PWM unit 6 may also be connected to a speed or acceleration sensor 68 which is adapted to transmit to PWM unit 6 data about the speed or the acceleration of the vehicle, in order to adapt first intermediate level Ph1 to the speed and/or the acceleration of the vehicle.
  • each of relays 101 , 201 and 301 may be equipped with a respective temperature sensor 111 , 211 and 3 1 adapted to measure the temperature of the electronic component included in relays 101 , 201 and 301.
  • Temperature sensors 1 11 , 21 1 and 31 1 are adapted to transmit to PWM unit 6 data concerning the temperature of the relays thanks to respective electronic signals S111 , S21 and S311.
  • the higher the effective power of a relay the more the temperature of its electronic components rises.
  • the temperature of a relay reaches a critical temperature, damages can occur, and then a failure of a subsystem of the vehicle can occur.
  • a critical temperature which depends on the type of electronic component used, is approached, this is detected by PWM unit 6 thanks to the temperature sensors and the holding power of the relay which approaches its critical temperature can be reduced, if possible.
  • relay 101 in case relay 101 approaches a critical temperature, its holding power cannot be reduced in a too large proportion because relay 101 is used in windshield wiper system 10 of the vehicle which is a system involved with the safety of the passengers.
  • relay 201 If relay 201 approaches its critical temperature, its holding power can be reduced, because the operating of air conditioning system 20 is less important for the safety of the passengers of the vehicle.
  • the holding power of all the relays of the vehicle is maintained to a value superior to a minimal holding power value Pmin.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Relay Circuits (AREA)

Abstract

L'invention concerne un procédé de pilotage d'au moins un relai (101, 201, 301) embarqué sur une automobile, lequel fait appel à un moyen de modulation de largeur d'impulsion (6) conçu pour commander la puissance de maintien disponible pour le relai. Le moyen de modulation de largeur d'impulsion (6) ajuste la puissance de maintien à au moins deux niveaux intermédiaires et distincts inférieurs à une valeur maximale correspondant à la puissance de fermeture du relai (101, 201, 301), et supérieurs à une valeur basse seuil en fonction d'au moins un paramètre représentant l'état du véhicule.
EP10819725.2A 2010-11-26 2010-11-26 Procédé de pilotage d'un relai embarqué sur une automobile Not-in-force EP2643842B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2010/003457 WO2012069869A1 (fr) 2010-11-26 2010-11-26 Procédé de pilotage d'un relai embarqué sur une automobile

Publications (2)

Publication Number Publication Date
EP2643842A1 true EP2643842A1 (fr) 2013-10-02
EP2643842B1 EP2643842B1 (fr) 2014-11-19

Family

ID=44280762

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10819725.2A Not-in-force EP2643842B1 (fr) 2010-11-26 2010-11-26 Procédé de pilotage d'un relai embarqué sur une automobile

Country Status (2)

Country Link
EP (1) EP2643842B1 (fr)
WO (1) WO2012069869A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5408316B1 (ja) * 2012-09-11 2014-02-05 オムロン株式会社 電磁継電器制御ユニットおよび電磁継電器制御方法
FR3006817B1 (fr) * 2013-06-10 2016-11-18 Hispano Suiza Sa Dispositif et procede d'assistance d'un systeme de generation electrique d'un aeronef
DE102017102637A1 (de) * 2017-02-10 2018-08-16 Pilz Gmbh & Co. Kg Schaltungsanordnung zum Betreiben mindestens eines Relais

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000090797A (ja) 1998-09-16 2000-03-31 Toyota Motor Corp リレーの制御装置
FR2848019A1 (fr) * 2002-11-28 2004-06-04 Johnson Controls Tech Co Commande de relais electromagnetiques
DE202006013422U1 (de) * 2006-08-31 2008-01-03 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Steuervorrichtung zum Ansteuern eines mit Hilfe eines Elektromotors betätigbaren Verstellmechanismus in einem Kraftfahrzeug
US8149558B2 (en) * 2009-03-06 2012-04-03 Cobasys, Llc Contactor engagement system and method

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2012069869A1 *

Also Published As

Publication number Publication date
WO2012069869A1 (fr) 2012-05-31
EP2643842B1 (fr) 2014-11-19

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