JP2016002797A - Vehicle equipment control device and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle equipment control device allowing effective use of vehicle equipment for a long time during engine stop while securing a voltage for engine starting.SOLUTION: A vehicle equipment control device according to an embodiment of the invention comprises a body ECU 13 and a seat ECU 14, which: store a first threshold that is the voltage value required for the voltage of a battery 31 to operate a start motor 33 when starting vehicle equipment 21, and a second threshold higher than the first threshold; when the voltage of the battery 31 is lower than the first threshold in a state that an engine 32 is stopped, prohibit the operation of the vehicle equipment 21; and when the voltage of the battery 31 is higher than the first threshold and lower than the second threshold, permit operating the vehicle equipment 21 in a state of reducing electric power consumption.

Description

  The present invention relates to a vehicle device control device and a control method, and more particularly to a vehicle device control device and a control method for controlling the operation of a vehicle device according to a voltage of a battery.

  The vehicle is equipped with a large number of vehicle equipment such as lights, wipers, air conditioners, AV equipment, navigation systems, memory seats, power slide doors, power windows, and the like. In particular, some vehicle seats have a heating function using an electric heater or a massage function using an electric vibrator. These vehicle devices are often used with the vehicle engine stopped for reasons such as ambient noise and exhaust gas.

  When the vehicle device is used with the engine stopped, the vehicle device operates by receiving power from the battery. When power is supplied from the battery, the internal resistance of the battery increases as the battery discharges, and the battery voltage gradually decreases. Therefore, if the vehicle equipment is used excessively while the engine is stopped, the voltage value required for starting the engine by lowering the battery voltage, that is, the minimum voltage value for operating the engine starting motor And the engine may not be able to be started (battery exhausted). Therefore, in particular, vehicle equipment (for example, electric heaters and vibrators) with high power consumption is often limited to a short time when the engine is stopped, and even when the use is not limited. The occupant needed to use the vehicle equipment while paying attention to the battery running out.

JP 2010-105527 A

  Patent Document 1 discloses a control device that stops the operation of an electric seat (vehicle device) when the voltage of a battery becomes equal to or lower than a predetermined voltage. In the case where energization to the engine starting motor is detected while the electric seat is stopped (when the engine is operating), the control device restarts the operation of the electric seat when the battery voltage exceeds a predetermined voltage. When energization to the engine start motor is not detected while the electric seat is stopped (when the engine is stopped), the operation of the electric seat is restarted by the occupant switching again.

  The control device of Patent Document 1 uses an operation guarantee voltage of a vehicle device as a threshold voltage for stopping the vehicle device. That is, the control device of Patent Document 1 ensures that the vehicle device operates properly by temporarily stopping the operation of the vehicle device when the battery voltage becomes equal to or lower than the operation guarantee voltage. However, as described above, while the engine is stopped, the battery voltage does not recover and is decreasing. Therefore, as in Patent Document 1, when the operation of the vehicle device is resumed as usual while the engine is stopped, the voltage of the battery may be rapidly decreased to shorten the operation time of the vehicle device.

  The present invention has been made in view of such problems, and an object of the present invention is to effectively use vehicle equipment for a long time while securing a voltage for starting the engine while the engine is stopped. An object of the present invention is to provide a vehicle device control device that can perform the above.

  A vehicle device control device according to the present invention includes an engine state detection unit that detects whether or not a vehicle engine is stopped, a starter motor for the engine, and a battery that supplies power to the vehicle device mounted on the vehicle. A battery voltage detection unit for detecting a voltage; and an operation control unit for controlling the operation of the vehicle device, wherein the operation control unit causes the voltage of the battery to activate the starter motor when the vehicle device is started. A first threshold value that is a voltage value necessary for operation and a second threshold value that is larger than the first threshold value are stored, and the voltage of the battery is smaller than the first threshold value when the engine is stopped. In the case where the operation of the vehicle device is prohibited and the voltage of the battery is equal to or higher than the first threshold value and smaller than the second threshold value, the vehicle device is operated with reduced power consumption. Allow it to be.

  The vehicle device control method according to the present invention includes a step of detecting whether or not a vehicle engine is stopped, and a voltage of a battery that supplies power to the engine start motor and the vehicle device mounted on the vehicle. A first threshold value that is a voltage value required for operating the starter motor when the vehicle device is started, and a second threshold value that is greater than the first threshold value. In the state where the engine is stopped and the voltage of the battery is smaller than the first threshold, the operation of the vehicle device is prohibited, and the voltage of the battery Permitting the vehicle device to be operated in a state where power consumption is reduced when the threshold value is equal to or greater than the first threshold value and smaller than the second threshold value.

  In the present invention, whether or not the vehicle device can be operated is determined based on the voltage of the battery. When the voltage of the battery is equal to or higher than the second threshold, the vehicle device is permitted to operate normally. When the electric power stored in the battery is consumed and the voltage of the battery is lower than the second threshold value, the vehicle device is permitted to operate with the power consumption reduced. By reducing the power consumption, the vehicle device can be used for a longer time than usual. Moreover, when the electric power stored in the battery is further consumed and the voltage of the battery falls below the first threshold, the operation of the vehicle device is prohibited. The first threshold value is always set to a voltage value necessary for starting the engine because the voltage of the battery is set to a voltage value necessary for operating the starting motor when the vehicle device is started. Therefore, according to the present invention, it is possible to effectively use the vehicle device for a long time while securing a voltage for starting the engine while the engine is stopped.

1 is a schematic configuration diagram illustrating a vehicle equipment control device according to an embodiment of the present invention. It is a lineblock diagram of body ECU and seat ECU concerning one embodiment of the present invention. It is a flowchart of the process performed in the body ECU which concerns on one Embodiment of this invention. It is a flowchart of the process performed in seat ECU which concerns on one Embodiment of this invention. 5 is a flowchart of processing executed while a vibrator is stopped in a seat ECU according to an embodiment of the present invention. 4 is a flowchart of processing executed during operation of the vibrator in the seat ECU according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the present invention is not limited to these embodiments. In the drawings described below, components having the same function are denoted by the same reference numerals, and repeated description thereof may be omitted.

(First embodiment)
FIG. 1 is a schematic configuration diagram showing a vehicle equipment control apparatus according to the present embodiment. The vehicle equipment control device includes a battery voltage sensor 11 as a battery voltage detection unit, an engine rotation sensor 12 as an engine state detection unit, a body ECU 13 and a seat ECU 14 as an operation control unit, and a speaker 15 as a notification unit. The vehicle device control device controls the operation of the vibrator 21 as a vehicle device provided in the vehicle seat 20.

  The battery voltage sensor 11 can detect a voltage between terminals of a battery 31 mounted on the vehicle. The battery voltage sensor 11 is connected to the body ECU 13 and outputs the detected voltage signal to the body ECU 13.

  The engine rotation sensor 12 is a pickup sensor composed of, for example, a Hall element, and can detect the rotation speed of the engine 32 of the vehicle. The engine rotation sensor 12 is connected to the body ECU 13, generates a pulse signal corresponding to the rotation of the crankshaft, and outputs the pulse signal to the body ECU 13. Note that a voltage sensor may be installed in the alternator linked to the engine 32 so that the generated voltage of the alternator is output to the body ECU 13.

The body ECU 13 and the seat ECU 14 are electronic control units (Electronic Control Units) each including a CPU (Central Processing Unit), a memory, and the like as shown in FIG. 2 in detail. The body ECU 13 and the seat ECU 14 are connected to each other via an in-vehicle network such as a CAN (Controller Area Network). The body ECU 13 and the seat ECU 14 control the operation of the vibrator 21 based on information from the battery voltage sensor 11, the engine rotation sensor 12, and the vibrator switch 23 while cooperating with each other.
The configurations of the seat ECU 13 and the seat ECU 14 will be described in detail later.

  The speaker 15 is composed of a diaphragm, a coil, a magnet, a piezoelectric element, or the like, and can convert an electric signal into sound and reproduce it. The speaker 15 is connected to the body ECU 13 and processes an output signal from the body ECU 13 to issue a warning to the occupant. For example, the speaker 15 makes an announcement to the passenger such as “the vibrator cannot be used because the remaining battery level is low” and “the vibrator is stopped because the remaining battery level is low”. Note that the warning to the passenger is not limited to a voice by a speaker or the like, and a visually recognizable means such as displaying a message on an information display in the passenger compartment may be used.

  The vehicle seat 20 is a vehicle seat on which an occupant is seated, and is provided with a vibrator 21. The vehicle seat 20 can include a vehicle device such as an electric heater or a power seat motor that adjusts the position of the seat. The vibrator 21 is a massager that massages muscles by vibration, and is driven by a built-in motor 22. The motor 22 is, for example, a direct-current vibration motor, and vibrates when supplied with electric power from the battery 31. ON / OFF of the motor 22 is controlled by the seat ECU 14.

  The vibrator 21 can be operated in an operation mode such as a normal mode or an energy saving mode. The energy saving mode is an operation mode in which the vibrator 21 is operated in a state where the voltage applied to the motor 22 is reduced and power consumption is suppressed. The operation mode is determined by the seat ECU 14. The energy saving mode is not limited to reducing the voltage applied to a drive device such as the motor 22. The energy saving mode only needs to reduce the power consumption of the battery 31 by the vibrator 21 and extend the operation time of the vibrator 21 more than usual. For example, the vibration of the vibrator 21 is weakened or the vibrator 21 is operated. The stop may be repeated at intervals.

  The vibrator switch 23 is a switch for instructing operation / stop of the vibrator 21. The vibrator switch 23 is turned ON / OFF by the passenger. The vibrator switch 23 is connected to the seat ECU 14. The actual operation of the vibrator 21 is controlled by the seat ECU 14. For example, even if the vibrator switch 23 is turned on, if the start of the vibrator 21 is prohibited by the seat ECU 14, the vibrator 21 does not operate. The vibrator switch 23 is provided on the side surface of the vehicle seat 20, the inside of the door, the center console, and the like.

  The battery 31 is a rechargeable storage battery mounted on a vehicle, for example, a 12V lead storage battery. The battery 31 is a power source that supplies electric power to the electric devices of the vehicle including the vibrator 21 and the starter motor 33. The starter motor 33 is a direct current motor that can generate a powerful rotational force by the electric power supplied from the battery 31. The engine 32 is an internal combustion engine of the vehicle and can be started by obtaining a rotational force from the starter motor 32.

  The vehicle device control apparatus of the present invention is not limited to the vibrator 21 provided in the vehicle seat 20, but is applied to all vehicle devices mounted on the vehicle such as an air conditioner, an AV device, a navigation system, and the like. It is possible.

  FIG. 2 is a configuration diagram of the body ECU 13 and the seat ECU 14 according to the present embodiment.

  The body ECU 13 includes a power supply circuit 131, an input circuit 132, a CPU 133, a memory 134, a communication interface 135, and an output circuit 136. The function of the body ECU 13 is realized by the CPU 133 executing a program stored in the memory 134.

  The power supply circuit 131 is a DC-DC converter composed of switching elements and the like, converts the voltage of the battery 31 into a stable predetermined voltage (for example, 5 V), and supplies it to each part in the body ECU 13. The power supply circuit 131 is connected to the battery 31 via the ignition switch 34. The ignition switch 34 conducts / cuts off the power supply path from the battery 31 to the body ECU 13, the seat ECU 14, and the vibrator 21 according to the position of the switch. The ignition switch 34 operates four positions, that is, an OFF position that cuts off the power supply, an ACC (accessory) position that conducts only the accessory device, an ON position that conducts the engine ignition system in addition to the accessory device, and the starting motor 32 It has a START position to be activated. Therefore, when the ignition switch 34 is in the ACC position or the ON position, the power supply path from the battery 31 to the body ECU 13, the seat ECU 14, and the vibrator 21 is conducted.

  The input circuit 132 includes an A / D converter, a counter, a timer, and the like, processes signals input from the battery voltage sensor 11 and the engine rotation sensor 12, and outputs the processed signals to the CPU 133. The input circuit 132 performs A / D conversion on the voltage signal from the battery voltage sensor 11 and calculates the rotation speed of the engine 32 from the cycle of the pulse signal from the engine rotation sensor 12. Note that the voltage of the battery 31 and the operating state of the engine 32 may be transmitted to the body ECU 13 from another ECU (for example, an engine ECU) that holds these information via the in-vehicle network.

  The CPU 133 is an arithmetic device that controls each part of the body ECU 13 and calculates data. The CPU 133 processes the data input from the input circuit 132 and the communication I / F 135 in cooperation with the memory 134 and outputs the data to the communication I / F 135 and the output circuit 136.

  The memory 134 is a storage device including a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The memory 134 stores a first threshold value and a second threshold value, which are voltage threshold values used to determine whether the vibrator 21 can be operated. The first threshold value is for securing a minimum battery voltage necessary for starting the engine 32, and it is determined whether or not the operation of the vibrator 21 is permitted based on the first threshold value. The first threshold value is a voltage value required for the voltage of the battery 31 to operate the starter motor 33 normally when the vibrator 21 is started, that is, a voltage value that does not fall below the operation guarantee voltage of the starter motor 33. It is. The second threshold value is a voltage value larger than the first threshold value, and is used not only to permit the operation of the vibrator 21 but also to specify an operation mode when the operation is permitted. When the voltage of the battery 31 is equal to or higher than the first threshold value, the operation of the vibrator 21 in the energy saving mode is permitted. When the voltage of the battery 31 is equal to or higher than the second threshold value, the operation of the vibrator 21 in the normal mode is permitted. . As an example, the operation guarantee voltage of the starter motor 33 is set to 10V, the first threshold value is set to 10.5V, and the second threshold value is set to 11 to 12V. These threshold values are determined according to the electric power required when starting and operating the vehicle equipment to be controlled and the degree of suppression of power consumption during operation.

  A communication interface (I / F) 135 is a communication controller for processing a communication protocol used in an in-vehicle network such as a CAN (Controller Area Network) and a LIN (Local Interconnect Network). The communication I / F 135 receives a communication frame from the seat ECU 14, converts it into data that can be processed by the CPU 133, and outputs it to the CPU 133. The communication I / F 135 generates a communication frame from data input from the CPU 133 and transmits the communication frame to the seat ECU 14. The communication I / F 135 can also communicate with other ECUs (engine ECU, air conditioner ECU, light ECU, etc.) connected via an in-vehicle network. The battery voltage sensor 11, the engine rotation sensor 12, and the speaker 15 can participate in the in-vehicle network by mounting a communication interface.

  The output circuit 136 includes a D / A converter, an amplifier, and the like, and can process the audio data to drive the speaker 15. Audio data stored in the memory 134 by the CPU 133 is input to the output circuit 136. The output circuit 136 converts the input audio data into an analog audio signal, amplifies the analog audio signal, and outputs it to the speaker 15.

  The seat ECU 14 includes a power supply circuit 141, a switch input circuit 142, a CPU 143, a memory 144, a communication interface 145, a PWM generation circuit 146, and a MOSFET 147. The function of the seat ECU 14 is realized by the CPU 143 executing a program stored in the memory 144.

  The power supply circuit 141 is the same as the power supply circuit 131 provided in the body ECU 13, converts the voltage of the battery 31 to a stable predetermined voltage, and supplies it to each part in the seat ECU 14. The power supply circuit 141 is connected to the battery 31 via the ignition switch 34. When the ignition switch 34 is in the ACC position or the ON position, the power supply path from the battery 31 to the seat ECU 14 is conducted.

  The switch input circuit 142 inputs a voltage corresponding to the ON / OFF state of the vibrator switch 23 to the CPU 143. For example, a high potential is applied to the CPU 143 when the vibrator switch 23 is turned on, and a low potential is applied to the CPU 143 when the vibrator switch 23 is turned off.

  The CPU 143 is an arithmetic device that controls each part of the seat ECU 14 and calculates data. The memory 144 is a storage device that includes a ROM, a RAM, and the like. The CPU 143 processes the data input from the switch input circuit 142 and the communication I / F 145 in cooperation with the memory 144 and outputs the data to the communication I / F 145 and the PWM generation circuit 146.

  The communication interface (I / F) 145 is the same as the communication interface (I / F) 135 provided in the body ECU 13. The communication I / F 145 receives a communication frame from the body ECU 13, converts it into data that can be processed by the CPU 143, and outputs the data to the CPU 143. The communication I / F 145 generates a communication frame from the data input from the CPU 143 and transmits the communication frame to the body ECU 13.

  The PWM generation circuit 146 includes a timer and the like, and can generate a pulse wave (PWM signal) that repeats a high potential and a low potential. The PWM generation circuit 146 is connected to the CPU 143 and the MOSFET 147, and can output a PWM signal to the MOSFET 147 based on a control signal from the CPU 143.

  The MOSFET 147 is, for example, an n-channel MOSFET (Metal Oxide Semiconductor Field Effect Transistor). The gate terminal of the MOSFET 147 is connected to the PWM generation circuit 146, the drain terminal of the MOSFET 147 is connected to the motor 22, and the source terminal of the MOSFET 147 is grounded. A diode for protecting the MOSFET 147 from the counter electromotive force of the motor 22 is provided between the drain terminal and the source terminal of the MOSFET 147.

  The MOSFET 147 functions as a switching circuit that controls the operation of the motor 22. When a high potential PWM signal is applied to the gate terminal of the MOSFET 147, a current flows from the drain terminal to the source terminal of the MOSFET 147 (switch ON), and when a low potential PWM signal is applied to the gate terminal of the MOSFET 147, the MOSFET 147 The current from the drain terminal to the source terminal is cut off (switch OFF). Therefore, the seat ECU 14 can operate / stop the motor 22 by inputting the PWM signal to the MOSFET 147. Further, the voltage supplied from the battery 31 to the motor 22 is averaged by changing the duty ratio (ratio of the period of the pulse wave and the pulse width), which is the ratio of the ON state of the PWM signal, between 0% and 100%. Therefore, the power consumption of the motor 22 can be suppressed and operated.

  FIG. 3 is a flowchart of processing executed in the body ECU 13. This flowchart is stored in the memory 134 and executed by the CPU 133. In the flowchart of FIG. 3, the processing is started when the ignition switch 34 is set to the ACC position or the ON position.

  First, the body ECU 13 acquires the engine speed from the engine rotation sensor 12 and determines whether the engine is operating or stopped (S31). When the engine state is in operation, the body ECU 13 generates a control command permitting the normal mode operation of the vibrator 21 (S36). The process proceeds to the next step 37. If the engine is stopped, the process proceeds to the next step 32.

  In step 32, the body ECU 13 obtains the battery voltage from the battery voltage sensor 11, and compares the battery voltage with the second threshold value (S32). When the voltage of the battery is equal to or higher than the second threshold, the body ECU 13 generates a control command that permits the normal mode operation of the vibrator 21 (S36). The process proceeds to the next step 37. If the battery voltage is smaller than the second threshold, the process proceeds to the next step 33.

  In step 33, the body ECU 13 further compares the battery voltage with the first threshold value (S33). When the battery voltage is equal to or higher than the first threshold, the body ECU 13 generates a control command for permitting the vibrator 21 to operate in the energy saving mode (S35). The process proceeds to the next step 37. When the battery voltage is lower than the first threshold, the body ECU 13 generates a command for prohibiting the operation of the vibrator 21 (S34). The process proceeds to the next step 37.

  In step 37, the body ECU 13 transmits the generated control command to the seat ECU 14 (S37). The processing of steps 31 to 37 is repeatedly executed every predetermined time (for example, 5 milliseconds) until the ignition switch 34 is turned to the OFF position.

  FIG. 4 is a flowchart of processing executed in the seat ECU 14. This flowchart is stored in the memory 304 and executed by the CPU 134. In the flowchart of FIG. 4, the process is started when a control command from the body ECU 13 is input to the seat ECU 14.

  First, at step 40, the seat ECU 14 receives a control command from the body ECU 13 (S40). Next, the seat ECU 14 determines whether the vibrator 22 is operating or stopped (S41). If the vibrator is stopped, the process proceeds to step 42 shown in FIG. If the vibrator is active, the process proceeds to step 43 shown in FIG. When the process returns from step 42 or step 43, the flowchart of FIG. 4 ends. The flowchart of FIG. 4 is executed each time a control command from the body ECU 13 is input to the seat ECU 14.

  FIG. 5 is a flowchart of processing executed in the seat ECU 14 while the vibrator is stopped. First, at step 51, the seat ECU 14 determines ON / OFF of the vibrator switch 23 (S51). When the vibrator SW23 is OFF, the flowchart of FIG. 5 ends. The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends. If the vibrator SW 23 is ON, the process proceeds to the next step 52.

  In step 52, the seat ECU 14 acquires the content of the control command received from the body ECU 13 (S52). When the control command indicates that the operation of the vibrator 21 is prohibited, the seat ECU 14 transmits a warning command for prohibiting the start of the vibrator 21 to the body ECU 13 (S53). In response to a warning command from the seat ECU 14, the body ECU 13 makes an announcement from the speaker 15 that prohibits starting the vibrator 21. The process proceeds to the next step 54.

  In step 54, the seat ECU 14 outputs a low voltage PWM signal (duty ratio 0%) from the PWM generation circuit 146, and always turns off the MOSFET 147. Thereby, since power supply from the battery 31 to the vibrator 21 is not performed, starting of the vibrator 21 is prohibited (S54). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  Returning to step 52, when the control command permits the operation of the vibrator 21 in the energy saving mode, the seat ECU 14 transmits a warning command to the body ECU 13 to permit the operation of the vibrator 21 in the energy saving mode (S55). . The body ECU 13 makes an announcement from the speaker 15 that the vibrator 21 is operated in the energy saving mode in response to a warning command from the seat ECU 14. The process proceeds to the next step 56.

  In step 56, the seat ECU 14 outputs a PWM signal having a predetermined duty ratio from the PWM generation circuit 146, and turns the MOSFET 147 ON / OFF repeatedly. As a result, the voltage applied from the battery 31 to the motor 22 decreases on average, and the vibrator 21 operates in the energy saving mode (state where the power consumption is low) (S56). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  Returning to step 52 again, when the control command permits the operation of the vibrator 21 in the normal mode, the seat ECU 14 outputs a high-voltage PWM signal (duty ratio 100%) from the PWM generation circuit 146, and the MOSFET 147 Is always ON. Thereby, the vibrator 21 operates in a normal mode (a state in which power consumption is not suppressed) (S57). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  FIG. 6 is a flowchart of processing executed during the vibrator operation in the seat ECU 14. First, at step 61, the seat ECU 14 acquires the content of the control command received from the body ECU 13 (S61). If the control command prohibits the operation of the vibrator 21, the seat ECU 14 transmits a warning command to the body ECU 13 to stop the operation of the vibrator 21 (S62). The body ECU 13 makes an announcement from the speaker 15 to stop the operation of the vibrator 21 in response to a warning command from the seat ECU 14. The process proceeds to the next step 63.

  In step 63, the seat ECU 14 outputs a low voltage PWM signal (duty ratio 0%) from the PWM generation circuit 146 and switches the MOSFET 147 to OFF. Thereby, since the power supply from the battery 31 to the vibrator 21 is not performed, the operation of the vibrator 21 is stopped (S63). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  Returning to step 61, when the control command permits the operation of the vibrator 21 in the energy saving mode, the seat ECU 14 determines whether or not the vibrator 21 is operating in the energy saving mode (S64). When the vibrator 21 is operating in the energy saving mode, the process returns to the flowchart of FIG. 4 and the flowchart of FIG. 4 ends. If the vibrator 21 is not operating in the energy saving mode, the process proceeds to the next step 65.

  In step 65, the seat ECU 14 transmits a warning command to the effect that the operation of the vibrator 21 is shifted to the energy saving mode to the body ECU 13 (S65). In response to the warning command from the seat ECU 14, the body ECU 13 makes an announcement from the speaker 15 to shift the vibrator 21 to the energy saving mode. The process proceeds to the next step 66.

  In step 66, the seat ECU 14 outputs a PWM signal having a predetermined duty ratio from the PWM generation circuit 146, and turns the MOSFET 147 ON / OFF repeatedly. As a result, the voltage applied from the battery 31 to the motor 22 decreases on average, and the vibrator 21 operates in the energy saving mode (state where the power consumption is low) (S66). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  Returning to step 61 again, when the control command permits the operation of the vibrator 21 in the normal mode, the seat ECU 14 determines whether or not the vibrator 21 is operating in the normal mode (S67). When the vibrator 21 is operating in the normal mode, the process returns to the flowchart of FIG. 4 and the flowchart of FIG. 4 ends. If the vibrator 21 is not operating in the normal mode, the process proceeds to the next step 68.

  In step 68, the seat ECU 14 transmits a warning command to the effect that the operation of the vibrator 21 is shifted to the normal mode to the body ECU 13 (S68). The body ECU 13 makes an announcement from the speaker 15 to shift the vibrator 21 to the normal mode in response to a warning command from the seat ECU 14. The process proceeds to the next step 69.

  In step 69, the seat ECU 14 outputs a high voltage PWM signal (duty ratio 100%) from the PWM generation circuit 146, and switches the MOSFET 147 to always ON. Thereby, the vibrator 21 operates in a normal mode (a state in which power consumption is not suppressed) (S69). The process returns to the flowchart of FIG. 4, and the flowchart of FIG. 4 ends.

  Thus, in the present invention, it is determined whether or not the vehicle device can be operated based on the voltage of the battery. When the voltage of the battery falls below a predetermined threshold value, the start of the vehicle device is prohibited or the operation of the currently operating vehicle device is stopped. When the vehicle device is started, the voltage of the battery is set to a threshold value that is necessary for starting the engine, so that the occupant does not have to worry about running out of the battery when the engine is stopped. The device can be used.

  In addition, according to the present invention, since a plurality of battery voltage thresholds are set, effective control according to the remaining battery level (battery voltage) is possible. For example, when there is a margin in the battery level (battery voltage is high), the vehicle device is operated normally, while when there is no margin in the battery level (battery voltage is low), the vehicle device is operated. It is possible to use the vehicle equipment for a longer time than usual by suppressing the power consumption.

  Further, according to the present invention, it is possible to make an announcement to the occupant when the start of the vehicle equipment is prohibited or when the operation is stopped. Thus, even when the vehicle device does not start even when the switch operation (ON) by the occupant is performed or when the operating vehicle device stops without the switch operation (OFF) by the occupant, Will not be misunderstood as having failed. Therefore, it is possible to control the vehicle equipment without giving the passenger a sense of incongruity.

  In addition, this invention is not limited to the above-mentioned embodiment, It can change in the range which does not deviate from the meaning of this invention. For example, each component of the body ECU 13 and the seat ECU 14 and each step of the flowchart executed by the body ECU 13 and the seat ECU 14 can be combined into one or divided into a plurality of steps. It is also possible to configure so that the function of the body ECU 13 is realized on the seat ECU 14 side, or the function of the seat ECU 14 is realized on the body ECU 13 side.

11 Battery voltage sensor (battery voltage detector)
12 Engine rotation sensor (engine state detection unit)
13 Body ECU (operation control unit)
14 Seat ECU (operation control unit)
15 Speaker (notification part)
21 Vibrator (vehicle equipment)
22 Motor 23 Vibrator switch 31 Battery 32 Engine 33 Start motor 34 Ignition switch

Claims (5)

An engine state detection unit for detecting whether or not the vehicle engine is stopped;
A battery voltage detector that detects a voltage of a battery that supplies electric power to a starter motor of the engine and a vehicle device mounted on the vehicle;
An operation control unit for controlling the operation of the vehicle device;
With
The operation control unit includes a first threshold value that is a voltage value necessary for operating the starter motor when the vehicle device is started, and a second threshold value that is greater than the first threshold value. And when the engine is stopped,
When the voltage of the battery is smaller than the first threshold, the operation of the vehicle device is prohibited,
A vehicle device control device that permits operating the vehicle device with reduced power consumption when the voltage of the battery is equal to or higher than the first threshold value and smaller than the second threshold value. The operation control unit is in a state where the engine is stopped.
When the voltage of the battery is smaller than the first threshold while the vehicle device is stopped, the vehicle device is prohibited from starting.
The vehicle device control device according to claim 1, wherein when the voltage of the battery is smaller than the first threshold value while the vehicle device is operating, the operation of the vehicle device is stopped. The operation control unit is in a state where the engine is stopped.
If the voltage of the battery is equal to or higher than the first threshold and lower than the second threshold while the vehicle is stopped, the vehicle is started with reduced power consumption,
3. The vehicle equipment control device according to claim 1, wherein when the voltage of the battery is equal to or higher than the first threshold and lower than the second threshold while the vehicle equipment is operating, the power consumption of the vehicle equipment is reduced.   The vehicle device control device according to claim 1, further comprising a notification unit that issues a warning to an occupant when the operation of the vehicle device is prohibited. Detecting whether the engine of the vehicle is stopped;
Detecting a voltage of a battery that supplies electric power to a starting motor of the engine and a vehicle device mounted on the vehicle;
When the vehicle device is started, a first threshold value that is a voltage value necessary for the voltage of the battery to operate the starter motor and a second threshold value that is larger than the first threshold value are set to the voltage of the battery. A step to compare with
In a state where the engine is stopped,
When the voltage of the battery is smaller than the first threshold, the operation of the vehicle device is prohibited,
A vehicle device control method comprising: permitting operation of the vehicle device with reduced power consumption when the voltage of the battery is equal to or higher than the first threshold and lower than the second threshold.

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