JP2008232065A - Electric power source control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power source device capable of surely stopping an engine even if IG relay goes wrong when a driver performs engine stop operation. <P>SOLUTION: The electric power source control device controlling electric power source of an automobile 1 mounting an engine E is provided with a start switch 2 used for driver's electric power source change over operation, a plurality of relays 11-13 supplying each device for operation (a fuel pump 21, a fuel injection valve 2, an ignition coil 23, and the like) when electric power source condition is in IGN-ON position, and an electric power source ECU 100 outputs engine stop signal to an engine ECU 5 when a start switch 2 is operated during operation of the engine E and a failure is detected by a failure determination part 33. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle power supply control device whose power supply state is switched by a push button or the like.

  2. Description of the Related Art Conventionally, in an automobile engine starting device, a system has been adopted in which a driver turns a key inserted into a key cylinder and mechanically switches an ignition switch to control a power supply state. In recent years, an automobile has appeared in which a power source control unit opens and closes a relay according to an operation state when a driver presses a button switch, and switching control of the power state is performed. In addition, a vehicle engine starter that includes a single push button switch and can start the engine as well as switching the power state according to the operation state by the driver has been proposed (see Patent Document 1). .

  In general, gasoline vehicles equipped with this type of button switch relay-type power control device have three power levels: the OFF (off) position, the ACC (accessory) position, and the IGN-ON (ignition on) position. In other words, the engine can be started when the power supply state is at the IGN-ON position. For example, when the power supply is in the OFF position and the transmission is in the P range or N range, if the driver presses a button switch while depressing the brake pedal, ID verification with the smart key by the ECU (Electronic Control Unit) and After the electric steering lock is released, the power state shifts to the IGN-ON position, and the starter motor is started to drive the engine.

In such a relay type power supply control device, since a large amount of current is supplied at the IGN-ON position, a plurality of ignition relays (hereinafter referred to as IG relays) are often used. Therefore, these IG relays are classified into two types as follows. One is a relay that is turned on even when the starter motor is driven because it is necessary for starting the engine (hereinafter referred to as IG1 relay), and the other is a starter that is not necessary for starting the engine. A relay that is temporarily turned off when the motor is driven (hereinafter referred to as an IG2 relay). Further, a plurality of IG1 relays may be prepared and connected to different electric devices or the like. In such a case, when stopping the engine, the energization to each electric device or the like is cut off by turning off the plurality of IG relays.
Japanese Patent Laid-Open No. 2002-122058

  However, in the power supply control device using the conventional relay, the contact of the relay is welded when the power supply state is IGN-ON, and even if the driver performs the engine stop operation, the IG relay is not turned off and the engine stops. There was a risk that it would stop. In order to solve this problem, for example, it is possible to reduce the probability of failure by using one IG relay, or to reduce the possibility of welding by using a large capacity IG relay. However, a large relay is required, which is not desirable due to the increase in the size of the device and the cost. Also, by arranging IG relays in series on each line, it is possible to configure the other relay to cut off the power supply even if one of the relays is not turned off. In addition to increasing the size and cost of the equipment, the relay is not turned on when the engine is not started, that is, the relay does not turn on when the engine is started, or the relay is turned off while the engine is running. Is not suitable as a solution.

  In addition, it is not preferable for the power state of the vehicle that only some of the IG relays cannot be turned off due to the engine stop operation, and only the failed relay is turned on, and the failure diagnosis of the vehicle communication network is correctly detected. There is a risk that problems such as inability to occur may occur.

  The present invention has been made in view of such a background, and provides a vehicle power supply device that can correctly stop an engine even when an IG relay breaks down when a driver performs an engine stop operation. Objective.

  In order to solve the above-mentioned problems, the invention of claim 1 is a vehicle power supply control device for controlling a power supply of a vehicle having a driving power source, and operating means used for a driver's power supply switching operation. A switching means for switching the power supply state according to an operation state of the operation means, a plurality of relays each supplying power to the driving device when the power supply state is at the operation position, and a failure of the plurality of relays And a stopping means for stopping the driving power source when the operating means is operated while the driving power source is operating and a failure is detected by the failure detecting means. It is characterized by that.

  The invention according to claim 2 is the vehicle power supply control device according to claim 1, further comprising vehicle state detection means for detecting the state of the vehicle, wherein the drive source control means is the vehicle state detection means. It is determined whether to stop the driving source based on a detection result.

  According to a third aspect of the present invention, in the vehicular power supply control device according to the first or second aspect, the operating means is operated while the traveling power source is in operation, and a failure is detected by the failure detecting means. When detected, the switching means maintains the power state in the operating state.

  According to a fourth aspect of the present invention, in the vehicle power supply control device according to any one of the first to third aspects, the operating means is operated while the travel power source is in operation, and the failure detecting means is provided. When a failure is detected by the above, the power supply control means further comprises a display command means for displaying the failure of the relay on a display means installed in the passenger compartment.

  According to the first aspect of the present invention, when the driver performs a power source stop operation while the traveling power source is in operation, if some of the plurality of relays fail and cannot be turned off, reliability is ensured. Thus, the vehicle power supply device can be obtained in which the traveling power source can be stopped correctly and the increase in cost is suppressed. According to the second aspect of the present invention, when some of the plurality of relays break down when the driver performs a power source stop operation, the driving that has not been stopped after adding the state of the vehicle to the determination condition By determining whether or not to stop the power source for use, it is possible to prevent an erroneous power source stop. According to the invention of claim 3, even if some of the plurality of relays cannot be turned off, the engine is stopped and then the normally functioning and turned off relay is turned on again. By setting the power state of the position, the power state of the vehicle can be kept normal. According to the invention of claim 4, when the driver performs the drive source stop operation, the driving power source is stopped despite a failure in some of the plurality of relays. This prevents the driver from noticing the relay failure.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< Configuration of Embodiment >>
FIG. 1 is a perspective view illustrating a main part of a front portion of an automobile according to an embodiment. As shown in FIG. 1, an automobile 1 according to the embodiment is a so-called four-door sedan type passenger car equipped with a gasoline engine E (travel power source), and has a push button type start switch 2 (operation means). I have. The vehicle 1 includes an in-vehicle battery 3, a power control unit 4 that controls the vehicle power supply, and an engine ECU 5 that controls the engine E in the engine room, and a smart ECU 6 that performs overall control of the smart key system. Is installed. A vehicle speed sensor 7 (vehicle state detection means) for detecting the vehicle speed of the automobile 1 is installed in the transmission below the engine E, and a meter cluster 8 containing instruments such as a speedometer and a tachometer in front of the driver's seat. Is installed. The power supply state of the automobile 1 is divided into three stages of OFF (off), ACC (accessory), and IGN-ON (ignition on), and the driver operates the start switch 2 according to the operation state. The position can be switched. When the power supply state is at the IGN-ON position (operation position), each instrument illumination of the meter cluster 8 (display means) is turned on.

  FIG. 2 is a schematic configuration diagram of an automobile including the vehicle power supply control device according to the embodiment. As shown in FIG. 2, the power supply control unit 4 includes three IG1 relays, that is, an IG1-1 relay 11, an IG1-2 relay 12, and an IG1-3 relay 13, an IG2 relay 14, an ACC relay 15 (hereinafter referred to as these When a part or all of them are collectively referred to as IG1 relays 11 to 13, IG relays 11 to 14, and relays 11 to 15), a power supply ECU 10 that performs switching control of these relays 11 to 15 is configured. The power control unit 4 is supplied with electric power from the in-vehicle battery 3 via a fuse box (not shown), and power supply to each electric device or the like is controlled by each relay 11 to 15. The open / close control of the relays 11 to 15 is performed based on an operation signal from the start switch 2 input to the power supply ECU 10, and the open / close state of each of the relays 11 to 15 is monitored by the power supply ECU 10 by detecting the output on the negative side of the relay. Has been.

  The IG1 relays 11 to 13 are controlled such that when the power source is in the IGN-ON position, current flows through the coils 11b, 12b, and 13b and the contacts 11a, 12a, and 13a are closed. The contact 14a is closed when in the IGN-ON position, and the contact 14a is controlled to open when the starter motor 24 is driven. When the starter motor 24 is driven, the contact 15a is controlled to open.

  The smart ECU 6 transmits / receives a signal to / from the smart key 17 via the transmission / reception antenna 16, collates the ID code of the smart key 17 with the ID code stored in the ROM, and sends an ID authentication signal based on the collation result to the power supply ECU 10. input. The engine ECU 5 is connected to the fuel pump 21 (operating device) connected to the IG1-1 relay 11 and the IG1-2 relay 12 based on control signals from the power supply control unit 4 and detection signals from various sensors (not shown). In addition to the connected fuel injection valve 22 (operating device), the ignition coil 23 (operating device) connected to the IG1-3 relay 13, the starter motor 24, various engine control actuators are driven and controlled. Various operating devices such as ECUs and sensors are connected to the IG1 relays 11 to 13 in addition to the above operating devices, and an ABS (Antilock Brake System) or A / C (Air Conditioner) control unit is connected to the IG2 relay 14. Etc., and an audio unit, a navigation unit, and the like are connected to the ACC relay 15. In the meter cluster 8, the illumination of each meter is turned on by a control signal from the power supply control unit 4.

  FIG. 3 is a block diagram illustrating a configuration of the vehicle power supply control device according to the embodiment. As shown in FIG. 3, the power supply ECU 10 includes an input interface 31, a power supply switching control unit 32, a failure determination unit 33, an output interface 34, a ROM, a RAM, peripheral circuits, various drivers, and the like. The start switch 2, the smart ECU 6, and the vehicle speed sensor 7 respectively input a switch operation signal, an ID authentication signal, and a vehicle speed signal to the input interface 31 via a communication line (CAN (Controller Area Network) in this embodiment). . The power supply switching control unit 32 operates the start switch 2 based on the state signal of the brake pedal (not shown) and the state signal of the transmission (not shown) in addition to the switch operation signal, the ID authentication signal and the vehicle speed signal. While selecting the power supply state according to a state, the relay control signal with respect to the IG1 relays 11-13, the IG2 relay 14, and the ACC relay 15 is output from the output interface 34. Based on these relay control signals, current flows through the coils 11b to 15b of the relays 11 to 15, and power supply to the electric devices and the like is controlled by opening and closing the contacts 11a to 15a (see FIG. 2). The output signal on the minus side of the IG1 relays 11 to 13 and the vehicle speed signal of the vehicle speed sensor 7 are input to the failure determination unit 33 via the input interface 31. The failure determination unit 33 outputs an engine stop signal for the engine ECU 5 and a display signal for the meter cluster 8 from the output interface 34 based on these input signals.

<< Effects of Embodiment >>
Next, the operation of this embodiment will be described with reference to the flowchart of FIG. While the engine E is driving, the power supply control unit 4 repeatedly executes the power supply control shown in the flowchart of FIG. 4 at a predetermined control interval.

  When the power supply control is started, the power supply control unit 4 first determines whether or not the start switch 2 is turned on in step ST1 (whether or not the start switch 2 is pressed). If this determination is No, no processing is performed. Return to the start without doing.

  When the start switch 2 is pushed by the driver and the determination in step ST1 is Yes, the power supply control unit 4 determines in step ST2 whether or not the vehicle 1 is stopped, that is, whether or not the vehicle speed is zero. If this determination is No, that is, if the automobile 1 is traveling, the process returns to the start without performing any processing. On the other hand, if the determination in step 2 is Yes, the power supply control unit 4 shifts the power supply state to ACC in step ST3. Next, the power supply control unit 4 determines whether or not there is a failure signal due to any of the IG1 relays 11 to 13 in step ST4, and if this determination is No, returns to the start without performing any processing.

  On the other hand, if there is a failure signal from any of the IG1 relays 11 to 13 and the determination in step ST4 is Yes, the power supply control unit 4 causes the failure display signal to cause the meter cluster 8 to display a failure display in step ST5. Is output. In step ST6, the power supply control unit 4 determines whether the engine E is still operating by exchanging signals with the engine ECU 5 in step ST6. If this determination is Yes, the engine control unit 4 determines whether the engine E is in operation in step ST7. A stop signal is output, and in step ST8, the power supply state is shifted to IGN-ON, that is, the contact of the IG relay that has not failed is closed again, and the series of processing ends. On the other hand, when the determination in step 6 is No, the power supply control unit 4 proceeds to step 8 without outputting the engine stop signal, and shifts the power supply state to IGN-ON and ends the series of processes. .

  The engine stop signal output in step 7 is input to the engine ECU 5, and normally, the engine ECU 5 performs a process of stopping the engine E by opening the IG1 relays 11 to 13. The engine stop process is a part of the immobilizer function of the smart entry system, that is, a function to start the engine E without waiting for the ID collation result when starting the engine, and to immediately stop the engine E if the ID collation is not successful. It is done using. Specifically, the engine E is stopped by cutting off the current to the fuel injection valve 22 and the ignition coil 23.

  In this way, by adding whether or not the automobile 1 is traveling in Step 2 to the determination condition for stopping the engine, it is possible to prevent the engine E from being erroneously stopped. Further, if there is a relay failure signal in step 4, a failure display signal is output in step 5 and the failure is displayed on the meter cluster 8 so that the driver can recognize the failure of the IG relay. . Therefore, it is possible to prevent the driver from noticing that the power supply state is in the IGN-ON position despite the engine E being stopped, and consuming the electric power of the in-vehicle battery 3. When there is a relay failure signal, the engine E cannot be stopped due to a failure of any of the IG1 relays 11 to 13 by outputting an engine stop signal in step 7 and causing the engine ECU 5 to perform an engine stop process. Even so, the engine E can be reliably stopped. Furthermore, the power supply state of the automobile 1 is changed by shifting the power supply state in which some of the relays cannot be turned off when the IG1 relays 11 to 13 are shifted to the ACC position to the IGN-ON position again in step 8. The state becomes normal, and malfunction of communication network failure diagnosis is avoided.

  This is the end of the description of specific embodiments, but the present invention is not limited to these embodiments. For example, in the above-described embodiment, the vehicle power supply control device is applied to a gasoline engine vehicle, but can naturally be applied to vehicles such as diesel engine vehicles, hybrid vehicles, fuel cell vehicles, and trains. Further, in the above embodiment, when there is a relay failure signal, it is determined whether or not the engine is still operating. However, regardless of the operating state of the engine, the power control unit 4 outputs an engine stop signal. It is good also as a procedure which outputs. In addition to these changes, changes can be made as appropriate without departing from the spirit of the present invention.

The principal part perspective view which shows the front part of the motor vehicle which concerns on embodiment Schematic configuration diagram of an automobile provided with a vehicle power supply control device according to an embodiment The block diagram which shows the structure of the vehicle power supply control apparatus which concerns on embodiment Flow chart showing power control procedure

Explanation of symbols

1 Car 2 Start switch (operating means)
4 Power control unit 7 Vehicle speed sensor (vehicle state detection means)
8 Meter cluster (display means)
10 Power supply ECU
11 IG1-1 relay 12 IG1-2 relay 13 IG1-3 relay 21 Fuel pump (operating device)
22 Fuel injection valve (operating device)
23 Ignition coil (operating device)
32 Power supply switching control unit 33 Failure determination unit E Engine (power source for running)

Claims (4)

A vehicle power supply control device for controlling a power supply of a vehicle provided with a driving power source,
Operation means used for the driver's power source switching operation;
Switching means for switching the power supply state according to the operation state of the operation means;
A plurality of relays each supplying power to the driving device when the power state is in the driving position;
Failure detection means for detecting failure of the plurality of relays;
A vehicle power supply comprising: a stopping unit that stops the driving power source when the operating unit is operated while the driving power source is operating and a failure is detected by the failure detecting unit. Control device. Vehicle state detection means for detecting the state of the vehicle,
The vehicle power supply control device according to claim 1, wherein the drive source control unit determines whether to stop the drive source based on a detection result of the vehicle state detection unit.   2. The switching means holds the power supply state in the operating state when the operation means is operated while the driving power source is operating and a failure is detected by the failure detection means. Alternatively, the vehicle power supply control device according to claim 2.   When the operation means is operated while the driving power source is operating and a failure is detected by the failure detection means, the power control means displays on the display means installed in the passenger compartment the failure of the relay The vehicle power supply control device according to any one of claims 1 to 3, further comprising command means.

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