JP2014181019A - Vehicle equipment control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle equipment control unit capable of effectively preventing wakeup execution responsive to an erroneous signal attributable to noise or the like by distinguishing a correct signal input from an erroneous signal input due to noise or the like.SOLUTION: A vehicle equipment control unit 1 includes a control block 12 that activates equipment mounted in a vehicle in response to a switch maneuver, switches from a normal power state to a power saving state when no maneuver is performed over a predetermined period of time, and stands by to receive a switch maneuver signal in the power saving state. The control block 12 includes a power saving state memory in which an immediately preceding mode that is a mode attained immediately prior to a transition to the power saving mode is stored. In the power saving state, if the control block 12 senses an input signal, the control unit compares a change mode, to which a change is made in response to the input signal, with the immediately preceding mode. Based on a result of the comparison, the control unit decides whether the power saving state is sustained.

Description

  The present invention relates to a vehicle equipment control device, and more particularly to a vehicle equipment control device that consumes less power by constructing a so-called sleep state.

In general, a vehicle is provided with an electronic control unit (hereinafter simply referred to as “ECU”) in order to control each mounted device.
And in order to implement | achieve the power saving of a vehicle, when predetermined conditions are prepared, this ECU will be set as what is called a "sleep state" (standby state), and it is comprised so that it may wake up as needed. (For example, refer to Patent Document 1 and Patent Document 2).

Patent Document 1 discloses a vehicle control system.
The vehicle control system described in Patent Document 1 includes a plug-in ECU, a power management ECU, and a shift lock ECU.
The plug-in ECU is always provided with a power supply circuit, a sub-microcomputer, a main power supply circuit, and a main microcomputer.
The sub-microcomputer has low power consumption and is always in a standby state (so-called “sleep mode”) in which it can always operate with the power supplied from the power supply circuit. In this state, input of external signals, etc. It has become a specification to wake up according to.
Patent Document 2 also discloses an automobile control unit, which describes an ECU with low power consumption.
That is, there is disclosed an ECU configured to shift to a sleep mode under a predetermined condition and to wake up when a wakeup signal is received.

JP 2012-205313 A JP2007-022355

  In the case of such a technology, for example, it is desirable that the ECU is configured to wake up by detecting a switch signal resulting from a switch operation of a device mounted on the vehicle. In the case of the technique described in Document 2, since noise gets on the signal line through which the switch signal is transmitted and the ECU mistakes this noise as the switch signal, the wakeup is executed by mistake. There was a problem of end.

  An object of the present invention is to solve the above-mentioned problems, and wakeup execution by an erroneous signal caused by noise or the like is performed by discriminating between a correct signal input and an erroneous signal input due to noise or the like. An object of the present invention is to provide a vehicle equipment control device that can effectively prevent the vehicle from being damaged.

  According to the vehicle device control apparatus of the present invention, the above-described problem is achieved by operating a device mounted on a vehicle by a switch operation and switching from a normal power state to a power saving state when no operation is performed for a predetermined time. Instead, a vehicle equipment control device having a control unit configured to wait for reception of a switch operation signal in the power saving state, wherein the control unit is in a mode immediately before the transition to the power saving state. A power saving state signal storage unit for storing a mode, and when the control unit detects an input signal in the power saving state, a change mode changed by the input signal, and the immediately preceding mode, It is solved by comparing and determining whether or not to maintain the power saving state based on the comparison result.

With this configuration, when a signal (edge) is generated in a power saving state (so-called sleep mode), it is normal (that is, a signal requesting wakeup). Can be accurately determined on the software side.
In other words, it is possible to determine whether or not to maintain the power saving state based on the result of comparing the immediately preceding mode and the change mode, so that it is possible to avoid wakeup due to an edge caused by noise or the like riding on the signal line. Can do.
Specifically, the switch port level immediately before the transition to the power saving state is stored as the immediately preceding mode, and the switch port level immediately after the occurrence of the input signal (edge) detected in the power saving state is detected as the change mode. It is good to be comprised so that both may be compared.

  Specifically, as in claim 2, the determination as to whether or not to maintain the power saving state, which is executed by comparing the immediately preceding mode and the change mode, has a power consumption higher than the normal power state. It is preferred to run at low conditions.

Furthermore, as in claim 3, the determination as to whether or not to maintain the power saving state executed by comparing the immediately preceding mode and the change mode is in a state where the power consumption is higher than the power saving state. Desirable when implemented.
With this configuration, during the determination, the state of the vehicle equipment control device is determined between the normal power state and the power saving state, or both, and the result of the determination is a transition to the normal power state. Alternatively, the state can be changed smoothly to maintain the power saving state.

According to the present invention, when a signal input occurs in the power saving state, it is possible to determine whether the input signal is a correct signal input or an incorrect signal input due to noise or the like.
Therefore, it is possible to effectively prevent execution of wakeup due to an erroneous signal caused by noise or the like.

It is an electrical block diagram of the vehicle equipment control apparatus which concerns on one Embodiment of this invention. It is a control conceptual diagram of the vehicle equipment control apparatus which concerns on one Embodiment of this invention. It is a control flowchart of the vehicle equipment control apparatus which concerns on one Embodiment of this invention. It is a control timing chart of the vehicle equipment control device concerning one embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Note that the configuration described below does not limit the present invention and can be variously modified within the scope of the gist of the present invention.
In the present embodiment, the vehicle device control apparatus can effectively prevent the wake-up execution due to an erroneous signal caused by noise or the like by determining the correct signal input and the erroneous signal input due to noise or the like. It is about.

  1 to 4 show an embodiment of the present invention. FIG. 1 is an electrical configuration diagram of a vehicle equipment control device, FIG. 2 is a control conceptual diagram of the vehicle equipment control device, and FIG. 3 is a vehicle equipment control device. FIG. 4 is a control timing chart of the vehicle equipment control device.

With reference to FIG. 1, the configuration of a vehicle equipment control device 1 (hereinafter simply referred to as “ECU1”) according to the present embodiment will be briefly described.
In this embodiment, the example which used ECU1 for power window apparatus P control was shown.

An ECU 1 (Electronic Control Unit 1) according to this embodiment includes a power supply circuit 11, a microcomputer 12, an input circuit 13, a drive circuit 14, and a Hall IC 15.
The power supply circuit 11 is connected to a battery 20 provided outside, and supplies power to the microcomputer 12.
The microcomputer 12 is a microcomputer having a CPU, a ROM, a RAM, and the like, and is the center of control.
The microcomputer 12 corresponds to a “control unit”, and a storage device such as a RAM and a ROM (not shown) mounted on the microcomputer 12 corresponds to a “power saving state signal storage unit”.

The drive circuit 14 transmits a command from the microcomputer 12 to an external motor M, and the motor M drives the power window device P.
The input circuit 13 receives the ascending command UP and the descending command DN from the external window operation switch SW and transmits them to the microcomputer 12.
The Hall IC 15 performs position detection.

The concept of control of the ECU 1 according to the present invention will be described with reference to FIG.
Conventionally, as shown in FIG. 2A, the switch port is switched from a sleep state to a wake-up state by an edge generated when the switch port is switched between a low state (LO) and a high state (HI).
In other words, the conventional microcomputer 12 having only the both-edge detection function is configured to shift to the wake-up state regardless of the rising edge or the falling edge.

However, in this embodiment, the state of the switch port in the sleep state is stored as shown in FIG. 2B, instead of switching from the sleep state to the wake-up state simply by detecting an edge. When the edge is detected, the switch port level in the sleep state is a high state (HI) and the current switch port level is a low state (LO). It was decided that the wake-up process was performed.
That is, the rising edge and the falling edge, which cannot be determined only by the both-edge detection function, are distinguished on the software side.

The control of the microcomputer 12 will be described with reference to FIGS.
FIG. 3 shows a flowchart.
First, when a sleep request is generated in step S1, the level of the switch port before sleep is stored in step S2.
That is, it is determined and stored whether the switch port level is in a high state (HI) or a low state (LO).
The level of the switch port before the sleep corresponds to the “previous mode”.
Then, after storing the switch port level, the state is shifted to the sleep state in step S3.

If it is confirmed that a switch port edge has occurred, the switch port level after wakeup is stored in step S4.
The level of the switch port immediately after the occurrence of this edge corresponds to the “change mode”.
Next, in step S5, the switch port level stored before sleep (obtained and stored in step S2) and the switch port level after wakeup (acquired and stored in step S4) are read and determined.

  This is because the switch port level stored before sleep (obtained and stored in step S2) is high (HI), and the switch port level after wakeup (obtained and stored in step S4) is low. This is an operation for determining whether or not (LO).

The switch port level stored before sleep (obtained and stored in step S2) is in the high state (HI), and the switch port level after wakeup (obtained and stored in step S4) is in the low state ( If the determination that it is (LO) is negative (step S5: No), the process returns to step S2.
That is, the sleep state continues.

  Conversely, the switch port level stored before sleep (obtained and stored in step S2) is high (HI), and the switch port level after wakeup (obtained and stored in step S4) is low. If the determination of (LO) is affirmed (step S5: Yes), a wake-up process is performed in step S5, and the process ends.

Next, referring to FIG. 4, the processing of the flowchart will be described with reference to a timing chart.
FIG. 4A is a timing chart when the determination in step S5 of FIG. 3 is affirmed and the wake-up process is performed, and FIG. 4B is a result of the determination in step S5 of FIG. It is a timing chart at the time of going into a sleep state.
In the example of FIG. 4A, it is confirmed that the switch port level before the ECU 1 in which the microcomputer 12 is mounted enters the sleep state is in the high state (HI).
If a pulse edge is confirmed in this state, the ECU 1 waits for a wakeup determination, and the level of the switch port is confirmed in this state (in a wakeup determination wait state after wakeup).

  In this example, after confirming that the switch port level is in the low state (LO) after wakeup, the AND condition that the switch port level before entering the sleep state is in the high state (HI) is satisfied. Then (corresponding to a positive determination being made in step S5 in FIG. 3), the state of the ECU 1 on which the microcomputer 12 is mounted shifts to a wake-up state.

In contrast, in the example of FIG. 4B, it has been confirmed that the switch port level before the ECU 1 in which the microcomputer 12 is mounted enters the sleep state is in the low state (LO).
If a pulse edge is confirmed in this state, the ECU 1 waits for a wakeup determination, and the level of the switch port is confirmed in this state (in a wakeup determination wait state after wakeup).
In this example, it is confirmed that the switch port level is in a high state (HI) after wakeup.

  Therefore, the AND condition that the switch port level before entering the sleep state is high (HI) and the switch port level after wakeup is low (LO) is not satisfied (step S5 in FIG. 3). In response to a negative determination in step S3), the state of the ECU 1 in which the microcomputer 12 is mounted returns from the wakeup determination waiting state to the sleep state.

Thus, according to the present embodiment, it is possible to discriminate between correct signal input and erroneous signal input due to noise or the like with only one edge.
In other words, when an edge occurs in the switch port, the correct signal input is made by determining on the software side the switch port state before the sleep state and the switch port state after wakeup (while waiting for wakeup determination) And erroneous signal input due to noise or the like can be discriminated.
Therefore, it is possible to effectively prevent execution of wakeup due to an erroneous signal caused by noise or the like.

1. ・ ECU,
11..Power supply circuit, 12..Microcomputer, 13..Input circuit,
14 ... Drive circuit, 15 ... Hall IC,
20. Battery
M ・ ・ Motor, P ・ ・ Power window device, SW ・ ・ Operation switch

Claims (3)

The device mounted on the vehicle is activated by the switch operation, and when the operation is not performed for a predetermined time, the normal power state is switched to the power saving state, and the reception of the switch operation signal is waited in the power saving state. A vehicle device control device having a control unit configured in
The control unit is configured to include a power saving state signal storage unit that stores the immediately preceding mode that is the mode immediately before shifting to the power saving state.
When the control unit detects an input signal in the power saving state, the change mode changed by the input signal is compared with the immediately preceding mode, and whether or not to maintain the power saving state is determined based on the comparison result. A vehicle equipment control apparatus characterized by determining.   The determination as to whether or not to maintain a power saving state, which is performed by comparing the immediately preceding mode and the change mode, is performed in a state where power consumption is lower than in a normal power state. Item 4. The vehicle equipment control device according to Item 1. The determination as to whether or not to maintain a power saving state, which is performed by comparing the immediately preceding mode and the change mode, is performed in a state where the power consumption is higher than the power saving state. The vehicle equipment control device according to claim 1 or 2.

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