JP2017100599A - On-vehicle device control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle device control method which curbs power consumption when an ignition is turned off without suspending a function available when the ignition is turned on.SOLUTION: In a brake device 10 which: increases or decreases brake fluid pressure to be supplied to a wheel cylinder H/C by leading a portion of brake fluid, which is used to supply brake fluid pressure generated in a master cylinder M/C to the wheel cylinder W/C through a pipe conduit, to reservoirs 30a and 30b; and returns the brake fluid led to the reservoirs to a side of the master cylinder M/C with plunger pumps 21a and 21b driven by an electric motor 20, the electric motor 20 is driven in a normal power consumption mode when an ignition is turned on or in a power consumption saving mode when the ignition is turned off.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle device control method, and more particularly, to an in-vehicle device control method in which power consumption is suppressed when ignition is turned off and functions of the in-vehicle device are maintained.

  A vehicle is equipped with a brake device such as an anti-lock brake device or a parking brake device that brakes in accordance with a brake operation, and an in-vehicle device such as a headlight or a wiper.

  In general, these on-vehicle devices receive a control signal when the ignition is turned on and are supplied with electric power and can be operated, or even if electric power is supplied, they are kept in a non-operating state as a low power consumption state, and are operated when the ignition is turned on. It becomes possible. When the ignition is turned off, the operation is terminated upon receipt of a stop signal.

  For example, in an anti-lock brake device, a hydraulic pressure adjusting means for adjusting a brake fluid in a brake hydraulic pressure circuit that supplies hydraulic pressure from a master cylinder to a wheel cylinder, a wheel speed detected by a wheel speed sensor, etc. And a control unit for controlling the pressure adjusting means. The control unit calculates the acceleration / deceleration based on the wheel speed detected by the wheel speed sensor, and generates the lock state of the wheel at the time of braking by performing ABS control that repeatedly increases and decreases the brake fluid pressure by the fluid pressure adjusting means. To prevent.

  In this type of anti-lock brake device, part of the brake fluid is stored in the reservoir during pressure reduction control, and then the brake fluid in the reservoir is scraped to the master cylinder side by a pump driven by an electric motor and returned to the brake fluid pressure circuit. ing. In order to scrape the brake fluid accumulated in the reservoir to the master cylinder side by the pump, the load is large and a large current is required to drive the electric motor.

  When the ignition is turned off, power is not generated by the alternator because the engine stops, and if the ABS control is continued, the power supply voltage drops and the normal performance of the electric motor cannot be obtained. Therefore, the ABS control is prohibited when the ignition is turned off. Yes.

  On the other hand, ABS control is required for safety even when the ignition is OFF, and there is a technique that enables a brake operation similar to that when the ignition is ON even when the ignition is OFF. For example, Patent Document 1 has an operation mode that is a normal power consumption state in which a braking operation in which ABS control is effective, and a non-operation mode in which a low power consumption state in which ABS control is inactive, It is configured to be switchable between an operation mode and a non-operation mode when the ignition is OFF.

  On the other hand, in Patent Document 2, in order to enable ABS control even when the power supply voltage is lowered, the power supply voltage detecting means for detecting the power supply voltage is provided, and the brake pressure supplied to the wheel cylinder is increased or decreased when the power supply voltage is lowered. The load applied to the pump or the electric motor is reduced by making the pressure process gentler than the normal cycle.

JP 2002-154414 A Japanese Patent Laid-Open No. 7-304440

  According to Japanese Patent Laid-Open No. 2004-260688, the brake operation similar to that when the ignition is turned on can be performed even when the ignition is turned off by configuring the operation mode to be able to be switched by the brake operation when the ignition is turned off.

  However, since normal power consumption control is performed in the same manner as when the ignition is turned on in a state where power is not generated by the alternator when the ignition is turned off, the battery voltage may drop and the ABS control may not be continued.

  According to Patent Document 2, the ABS device is provided with power supply voltage detecting means for detecting the power supply voltage for driving the pump, and the increase / decrease process for supplying the brake fluid pressure to the wheel cylinder when the power supply voltage drops is made slower than the normal cycle. Thus, a reduction in power consumption is obtained, and a decrease in power supply voltage is suppressed to some extent. However, since the control cycle is made gradual, there is a concern that the braking effect by the ABS control is reduced.

  In view of this point, it is desirable that battery voltage consumption is suppressed and the brake function is maintained even when the ignition is off.

  Further, these are not limited to the braking device, and similarly in other in-vehicle devices, it is preferable that the power consumption is suppressed and the same function is maintained even when the ignition is OFF.

  Accordingly, an object of the present invention is to provide an in-vehicle device control system in which power consumption is suppressed when the ignition is OFF and the functions of the in-vehicle device are maintained even when the ignition is OFF.

  The vehicle-mounted device control method according to claim 1, which achieves the above object, enables a normal power consumption mode in which the operation of the vehicle-mounted device is operable with normal power consumption, and enables operation with lower power consumption than the normal power consumption. In the in-vehicle device control method in which the control unit switches to the power saving mode with the control unit, the control unit switches to the normal power consumption mode when the ignition is turned on, and switches to the power saving mode when the ignition is turned off.

  According to this configuration, the vehicle-mounted device operates in the normal power consumption mode when the ignition is on. At this time, the alternator is driven by the engine to generate power, and the power supply voltage is maintained and the battery voltage is maintained even if the on-vehicle device continues to operate.

  On the other hand, when the ignition is OFF, the function of the in-vehicle device is maintained by operating the in-vehicle device with the power consumption set lower than the normal power consumption mode, and the battery voltage is maintained by suppressing the decrease in the power supply voltage. The

  According to a second aspect of the present invention, in the in-vehicle device control method according to the first aspect, the in-vehicle device is configured to supply a part of the brake fluid for supplying the brake fluid pressure generated in the master cylinder to the wheel cylinder through a pipeline. A brake device that increases or decreases the brake fluid pressure supplied to the wheel cylinder by guiding it from the conduit to the reservoir during the generation of the braking pressure, and returns the brake fluid guided to the reservoir to the master cylinder side by an electric motor. The normal power consumption mode is for driving the electric motor, and the power saving mode is for driving the electric motor with an average motor current smaller than the average motor current in the normal power consumption mode.

  In this configuration, the brake fluid pressure supplied to the wheel cylinder is increased or decreased by introducing a part of the brake fluid supplied to the wheel cylinder by the in-vehicle device to the brake cylinder. This is a brake device that returns the motor to the master cylinder side by an electric motor. When the ignition is on, the electric motor is driven in the normal power consumption mode, and when the ignition is off, the electric motor is driven in the power saving mode. And the battery voltage is held by suppressing a decrease in the power supply voltage.

  According to a third aspect of the present invention, in the in-vehicle device control method according to the second aspect, the normal power consumption mode is intermittent driving of the electric motor, and the power saving mode is the normal power consumption mode. It is the drive of the said electric motor which has an intermittent larger than the intermittent of a power consumption mode, and rotates intermittently continuously.

  According to a fourth aspect of the present invention, in the in-vehicle device control method according to the second aspect, the normal power consumption mode is intermittent driving of the electric motor, and the power consumption mode is the normal power consumption mode. It is the drive of the said electric motor which rotates intermittently continuously at a rotation speed lower than the rotation speed of the electric motor of power consumption mode.

  According to a fifth aspect of the present invention, in the in-vehicle device control method according to the second aspect, the normal power consumption mode is intermittent driving of the electric motor, and the power saving mode is the electric drive mode. The motor is continuously driven.

  The invention according to claim 6 is the in-vehicle device control method according to claim 2, wherein the normal power consumption mode is continuous driving of the electric motor from the start of brake fluid pressure generation to the stop of brake fluid pressure generation, The power saving mode is characterized in that the electric motor is driven to stop at a predetermined brake fluid pressure from the start of brake fluid pressure generation.

  These claims 3 to 6 show driving of the electric motor in the normal power consumption mode and the power saving mode in claim 2.

  The invention according to claim 7 is the vehicle-mounted device control method according to claim 1, wherein the vehicle-mounted device is a headlight device, and in the normal power consumption mode, the headlight device is normally turned on, and The power consumption mode is characterized by lighting with power consumption smaller than that of the normal power consumption mode.

  According to an eighth aspect of the present invention, in the in-vehicle device control method according to the first aspect, the in-vehicle device is a wiper device, and the normal power consumption mode is normal driving of the wiper device. The mode is characterized in that the wiper device is driven by power consumption smaller than that of the normal power consumption mode.

  Claims 7 and 8 show specific examples of the normal power consumption mode and the power saving mode in which the in-vehicle device in claim 1 is a headlight device and a wiper device.

  According to the present invention, when the ignition is on, the in-vehicle device operates in the normal power consumption mode based on the normal power consumption. On the other hand, the in-vehicle device function is maintained by operating the in-vehicle device in the power saving mode when the ignition is off. And the fall of a power supply voltage is suppressed and a battery voltage is hold | maintained.

It is a block diagram of the vehicle-mounted apparatus control method in embodiment. It is explanatory drawing of a brake device. It is operation | movement explanatory drawing of normal power consumption mode and power saving power mode. It is a time chart of brake assist control. It is a flowchart which shows the drive mode switching control of an electric motor. It is a flowchart which shows switching control of the 1st power saving power mode and 2nd power saving power mode in power saving power mode.

  One embodiment of the vehicle-mounted device control method of the present invention will be described with reference to FIGS. 1 to 6 as an example in which the vehicle-mounted device is a brake device.

  FIG. 1 is a configuration diagram of an in-vehicle device control method according to the present embodiment, and FIG. 2 is an explanatory diagram of a brake device.

  The vehicle in the present embodiment is a four-wheeled vehicle in which a driving engine that is started and stopped by ignition ON and OFF is mounted, and an alternator is driven by the engine, from a master cylinder to a wheel cylinder disposed on each wheel. A brake device for supplying brake fluid pressure;

  As shown in FIG. 1, the in-vehicle device control method includes a brake device 10 and a control unit ECU that controls the operation of the brake device 10, and includes an ignition ON / OFF signal indicating ignition ON and OFF, and wheel speeds arranged on each wheel. The brake device 10 is operated and controlled in accordance with vehicle information from the sensors VS1, VS2, VS3, and VS4, such as a wheel speed signal and a parking switch PS.

  In describing this vehicle-mounted device control method, an outline of the brake device 10 will be described in advance with reference to FIG.

  In the figure, reference symbols FL, RR, FR, and RL are a left front wheel, a right rear wheel, a right front wheel, and a left rear wheel, respectively, and W / C is a wheel cylinder disposed on each wheel. M / C is a master cylinder that pumps brake fluid in response to the depression of the brake pedal PB, and the master cylinder M / C is a tandem master cylinder for two-line brakes. It has 2 master cylinder chambers M / C2. VS1, VS2, VS3, and VS4 are wheel speed sensors that detect the wheel speed of each wheel, and VS is a vehicle speed sensor. The ECU is a control unit that controls the operation of the brake device 10.

  A first system pipe 11a is connected to the first master cylinder chamber M / C1, and a second system pipe 11b is connected to the second master cylinder chamber M / C2. The first system pipe 11 a and the second system pipe 11 b are connected to the brake hydraulic circuit 40. The brake fluid pressure adjusting circuit 40 is connected to each wheel cylinder W / C via pipe lines L1, L2, L3, and L4.

  A wheel cylinder W / C for the left front wheel FL and the right rear wheel RR is connected to the first system pipe 11a, and a wheel cylinder W / C for the right front wheel FR and the left rear wheel RL is connected to the second system pipe 11b. The

  The first system pipe 11a and the second system pipe 11b are provided with a plunger pump 21a and a plunger pump 21b, respectively, and the plunger pumps 21a and 21b are driven by the electric motor 20. The master cylinder M / C and the suction side of the plunger pumps 21a and 21b are connected by a pipe 12a connected to the pipe 11a and a pipe 12b connected to the pipe 1b. The pipes 12a and 12b are provided with normally closed electromagnetic valves 22a and 22b and plunger pumps 21a and 21b. Also, check valves 23a and 23b are provided on the pipes 12a and 12b and between the solenoid valves 22a and 22b. The check valves 23a and 23b are brakes from the solenoid valves 22a and 22b to the plunger pumps 21a and 21b. Allow liquid flow and prohibit flow in the opposite direction.

  Further, the discharge sides of the plunger pumps 21a and 21b and the respective wheel cylinders W / C are connected by pipe lines 13a and 13b. Normally open solenoid valves 24FL, 24RR, 24FR, and 24RL are provided in the pipe lines 13a and 13b. In addition, check valves 26a and 26b are provided between the solenoid valves 24FL, 24RR, 24FR, and 24RL and the plunger pumps 21a and 21b of the pipes 13a and 13b. Each check valve 26a, 26b allows the flow of brake fluid from the plunger pumps 21a, 21b to the solenoid valves 24FL, 24RR, 24FR, 24RL side, and prohibits the flow in the opposite direction.

  Furthermore, the pipes 13a and 13b are provided with pipes 18FL, 18RR, 18FR, and 18RL that bypass the electromagnetic valves 24FL, 24RR, 24FR, and 24RL, and check valves 25FL, 25RR, 25FR, and 25RL are provided in these pipes. Is provided. Each check valve allows the flow of brake fluid from each wheel cylinder W / C to the plunger pumps 21a, 21b, and prohibits the flow in the opposite direction.

  The master cylinder M / C and the pipes 13a and 13b are connected by pipes 14a and 14b. The pipes 13a and 13b and the pipes 14a and 14b are plunger pumps 21a and 21b and solenoid valves 24FL, 24RR, 24FR and 24RL. To join. Normally open solenoid valves 26a and 26b are provided in the pipe lines 14a and 14b.

  The pipes 14a and 14b are provided with pipelines 19a and 19b that bypass the solenoid valves 26a and 26b, respectively, and brake fluid from the master cylinder M / C to the wheel cylinders W / C is provided in the pipelines. Check valves 27a and 27b are provided that allow flow and prohibit flow in the opposite direction.

  Reservoirs 30a and 30b are provided on the suction side of the plunger pumps 21a and 21b, and the reservoirs 30a and 30b are connected to the plunger pumps 21a and 21b by pipe lines 16a and 16b. Check valves 28a and 28b are provided between the reservoirs 30a and 30b and the plunger pumps 21a and 21b, allowing the brake fluid to flow from the reservoirs 30a and 30b to the plunger pumps 21a and 21b, and prohibiting the flow in the opposite direction. . Each wheel cylinder W / C and pipes 16a and 16b are connected by pipes 15a and 15b, and pipes 16a and 16b and pipes 15a and 15b are connected between check valves 28a and 28b and reservoirs 21a and 21b. Join. Normally closed solenoid valves 29FL, 29RR, 29FR, and 29RL are provided in the pipe lines 15a and 15b, respectively.

  Each solenoid valve is controlled by the control unit ECU. The control unit ECU performs brake control such as anti-lock brake (ABS) control and parking brake control for avoiding wheel locking based on control signals from other control units, input signals from sensors, and the like.

  The control unit ECU outputs a braking pressure control signal based on the wheel speed signals from the wheel speed sensors VS1 to VS4 to output the electromagnetic valves 22a and 22b, the electromagnetic valves 24FL, 24RR, 24FR, 24RL, the electromagnetic valve 29FL, By performing opening / closing control of 29RR, 29FR, and 29RL, ABS control for applying a braking pressure according to the slip state is performed. This ABS control is performed by repeating a known ABS control cycle including holding, depressurization, and holding pressure increase after depressurization supplied to each wheel cylinder W / C. When the pressure is reduced, the electromagnetic valves 22a, 22b are opened and the electromagnetic valves 29FL, 29RR, 29FR, 29RL are opened, and the brake fluid introduced into the pipes 11a, 11b is temporarily stored in the reservoirs 30a, 3bb. Accrued and stored.

  The brake fluid stored in the reservoirs 30a and 30b is pipelined on the upstream side (master cylinder M / C side) of the electromagnetic valves 29FL and 29RR or the electromagnetic valves 29FF and 29RL by the plunger pumps 21a and 21b driven by the electric motor 20. Returned to 13a13b. That is, the brake fluid in the reservoirs 30a and 30b is scraped out to the master cylinder M / C side by the plunger pumps 21a and 21b.

  The brake fluid from the reservoirs 30a and 30b is scraped out by the plunger pumps 21a and 21b continuously at regular intervals during the ABS control for the purpose of reducing the driving sound of the electric motor 20. The driving of the plunger pumps 21a and 21b requires a large load acting on the electric motor 20 and relatively large power consumption.

  The driving of the plunger pumps 21a and 21b by the electric motor 20 during the ABS control includes a normal power consumption mode in which normal control is performed by the control unit ECU, and a load on the electric motor 20 in energy saving control is small and power consumption is in a normal power consumption mode. The power saving mode is switched to a smaller power saving mode. The power saving mode has a first power saving mode and a second power saving mode. The second power saving mode is compared with the first power saving mode. Thus, the load on the electric motor 20 is small and the power consumption is set small.

  The driving of the electric motor 20 in the normal power consumption mode, which is the normal control, is intermittently and continuously driven in conjunction with the start of the ABS control as shown in FIG. The motor current A in the normal power consumption mode has a large inrush current (starting current) a when driven intermittently, and the average motor current La at this time is set to be relatively high.

  The driving of the electric motor 20 in the first power saving mode in the first energy saving control is intermittent with a large interval from the normal power consumption mode, as shown in FIG. 3B, the motor current A of the electric motor 20. Driven. Each inrush current a at this time has a smaller number of occurrences per unit time than the normal power consumption mode, and the average motor current La is set to be low, so that significant power consumption is suppressed.

  The driving of the electric motor 20 in the second power saving mode is performed at intervals by lowering the number of revolutions of the electric motor 20, that is, the rotation speed with respect to the normal power consumption mode, as shown by the motor current A in FIG. And the average motor current La is set lower than that in the normal power consumption mode and the first power saving mode, and further significant power consumption is suppressed.

  On the other hand, in the ABS non-control state, no braking pressure control signal is output from the control unit ECU, the electromagnetic valves 29FL, 29RR, 29FR, 29RL are maintained in the closed state, and the electromagnetic valves 24FL, 24RR, 24FR, 24RL are maintained. Are held in the valve open state. As a result, the brake fluid pressure generated in the first master cylinder chamber M / C1 and the second master cylinder chamber M / C2 of the master cylinder M / C according to the depression force of the brake pedal BP, that is, the brake fluid pressure is the pipe line 13a. , 13b, 12a, 12b, etc., are supplied to each wheel cylinder W / C in each wheel FL, RR, FR, RL, and normal brake control according to these brake fluid pressures is performed.

Further, the control unit ECU can perform emergency brake control that generates a braking force by means different from normal based on a signal from the parking switch PS. In the emergency brake control, when the parking switch PS or the like is operated, the electric motor 20 operates the plunger pumps 21a and 21b, and the wheel cylinders W / C are connected from the plunger pumps 21a and 21b via the pipelines 13a and 13b. This is done by supplying brake fluid pressure.

  The emergency brake control is performed when the electric motor 20 is activated when the parking switch is turned on and is terminated when the parking switch is turned off, and when the required hydraulic pressure Pa set in advance is generated when the parking switch is turned on. The energy saving control for stopping the motor 20 is switched.

  This will be specifically described with reference to a time chart representing the emergency brake control process shown in FIG.

  In normal control, the electric motor 20 is activated when the parking switch is turned on, and when the plunger pumps 21a and 21b are operated, the brake fluid pressure P gradually increases and is held at a predetermined brake fluid pressure. Stop and brake fluid pressure P drops. That is, the electric motor is continuously driven from the start of brake fluid pressure generation to the stop of brake fluid pressure generation. This brake hydraulic pressure is set higher than the hydraulic pressure Pa required for emergency brake control in order to ensure sufficient and reliable operation in consideration of ABS control and the like.

  On the other hand, in the energy saving control, the electric motor 20 is activated by turning on the parking switch, and the electric motor 20 is stopped when the brake fluid pressure P is generated as the fluid pressure Pa necessary for emergency brake control. That is, the driving is stopped when a predetermined brake fluid pressure is reached from the start of the brake fluid pressure generation. As a result, the deceleration is limited as compared with the normal control, while the drive time of the electric motor 20 is greatly shortened and the power consumption is reduced.

  Next, switching of the operation mode of the electric motor 20 in the ABS control of the brake device will be described with reference to the flowcharts shown in FIGS.

  FIG. 5 is a flowchart showing drive mode switching control of the electric motor 20 during ABS control, and FIG. 6 is a flowchart showing switching control between the first power saving mode and the second power saving mode in the power saving mode. is there.

  When the brake pedal BP is depressed and the ABS control start condition is satisfied when the brake device 10 is braked, it is determined in step S101 whether the ignition ON / OFF signal is ON or OFF. If the ignition is ON, the process proceeds to the next step S102. ABS control is performed. The driving of the electric motor 20 in the normal control is a normal power consumption mode, and is intermittently and continuously performed in conjunction with the start of the ABS control as shown by the motor current A in FIG. At this time, the ignition is turned on, that is, the alternator is driven by the engine to generate electric power, and even if the ABS control is continued, a decrease in the power supply voltage, that is, the battery voltage is avoided.

  If the ignition is OFF in step S101, the process proceeds to step S103 to determine whether the vehicle speed is greater than 0 km / h or 0 km / h.

  If the vehicle speed is higher than 0 km / h in step S103, that is, if the vehicle is running, the process proceeds to step S104, and ABS control and emergency brake control by energy saving control are selected.

  The energy saving control in step S104 will be described with reference to the flowchart shown in FIG.

  In step S201, whether or not all wheels (FL, RR, FL, FR) hold control or pressure increase control has passed for a certain period of time in accordance with wheel speed detection of each wheel speed sensor VS1 to VS4 and operation control of brake device 10 or the like. To determine. That is, when all the wheels are subjected to holding control or pressure increasing control, it can be estimated that the wheel slip is proceeding in the relaxation direction, and it is determined that the probability of occurrence of wheel lock is relatively low.

  In the case of Yes in step S201, the process proceeds to step S202, and the ABS control by the first energy saving control is executed. The driving of the electric motor 20 in the first power saving mode in the first energy saving control is intermittently driven at a large interval with respect to the normal power consumption mode as shown by the motor current A in FIG. At this time, the average motor current La is set lower than the normal power consumption mode, and the power consumption is suppressed.

  At this time, even if the ABS control is continued in the ignition OFF state, that is, in the state where the engine is stopped and the alternator power generation is stopped, the power consumption is low, that is, the decrease in the power supply voltage, that is, the battery voltage is suppressed, and the battery rise is suppressed. . When the electric motor 20 is used, the brake fluid in the reservoirs 30a and 30b is scraped by the plunger pumps 21a and 21b. The amount of brake fluid stored in the reservoirs 30a and 30b per unit time is reduced compared to the case of normal control. However, the same function as the ABS control when the ignition is ON is maintained.

  On the other hand, in the case of No in step S201, the process proceeds to step S203, and the ABS operation control by the second energy saving control is executed. The driving of the electric motor 20 in the second power saving mode in the second energy saving control is driven by lowering the rotation speed of the electric motor 20 with respect to the normal power consumption mode, as shown by the motor current A in FIG. Then, the average motor current La at this time is set lower than the normal power consumption mode and the first power consumption mode, and the power consumption is suppressed.

  At this time, even if the ABS control is continued in the ignition OFF state, that is, in the state where the engine is stopped and the alternator power generation is stopped, the power consumption is small and the decrease of the power supply voltage is suppressed, and the decrease of the battery voltage is suppressed. The electric motor 20 causes the plunger pumps 21a and 21b to scrape the reservoirs 30a and 30b so that the amount of brake fluid stored in the reservoirs 30a and 30b per unit time is smaller than in the case of normal control when the ignition is ON. However, the same function as the ABS control when the ignition is ON is maintained.

  When the vehicle speed is 0 km / h in step S103, that is, when the vehicle is stopped, the process proceeds to step S104 and is shut down.

  In this way, when the ignition is turned on, if the ABS control start condition is satisfied when the brake device 10 that depresses the brake pedal BP is activated, the normal ABS control is executed, and the drive of the electric motor 20 in this normal control is the normal power consumption. In this mode, the alternator is driven by the engine to generate electric power, and even if the ABS control is continued, the power supply voltage is maintained and the battery voltage is prevented from lowering.

  On the other hand, when the ABS control start condition is satisfied when the brake device 10 is depressed when the brake pedal PB is operated in the ignition OFF state, the ABS control by the energy saving control is executed, and the electric motor 20 in the power saving power consumption mode in the energy saving control is driven. Is done. At this time, the motor current is set lower than the normal power consumption mode. At this time, even when the ABS control is continued when the ignition is turned off, that is, with the engine stopped and the alternator generating power stopped, the power consumption is reduced and the drop in the power supply voltage is suppressed, and so-called battery increase is suppressed. The electric motor 20 scrapes the reservoirs 30a and 30b by the plunger pumps 21a and 21b, but the amount of brake fluid stored in the reservoirs 30a and 30b per unit time is smaller than that in the normal control. The same functions and effects as those of normal ABS control are maintained without being affected by the above. Even if the amount of brake fluid in the reservoirs 30a and 30b may be increased, the brake fluid is scraped by the normal driving of the electric motor 20 when the ignition is on.

  In the ABS operation control at the ignition OFF, the electric motor in the power saving mode is driven intermittently at a large interval with respect to the normal power saving mode as shown in FIG. The average current La is set to be lower than that in the normal power consumption mode, or the power consumption is reduced by driving the electric motor 20 at a lower rotational speed than in the normal power consumption mode as shown in FIG. Although suppressed, as shown in FIG. 3D, the motor current A in the third power saving mode, the electric motor 20 is continuously driven to avoid repetition of the inrush current a with high power consumption. The current can also be lowered.

  In the emergency brake control, as shown in the flowchart of FIG. 4, when the electric motor 20 is activated by the parking switch ON in the ignition ON state and the plunger pumps 21a and 21b are operated, the brake fluid pressure P gradually increases, The brake hydraulic pressure is maintained, and the electric motor 20 is stopped by the parking switch OFF, and the brake hydraulic pressure P decreases.

  On the other hand, when the ignition is turned off, the electric motor 20 is activated by turning on the parking switch, and the electric motor 20 is stopped when the brake fluid pressure P is generated at a predetermined fluid pressure Pa necessary for assist control. That is, the deceleration for braking is limited as compared with the normal control, while the drive time of the electric motor 20 is greatly shortened and the power consumption is reduced.

  In the above description, the brake device 10 is described as an example of the in-vehicle device. However, in other in-vehicle devices, power consumption can be suppressed when the ignition is turned off, and the function when the ignition is turned on can be maintained. For example, the headlight device can be switched to a normal power consumption mode that is normally lit and a power saving mode that consumes less power than a normal power consumption mode that is lit in an illuminance range where safety can be ensured. According to the power consumption mode, it can be configured to switch to the power saving mode when the ignition is OFF. Also, the wiper device is configured to control to switch between a normal power consumption mode that enables normal use and a power saving mode that can reduce power consumption by suppressing the wiper speed. The normal power consumption mode can be configured to switch to the power saving mode when the ignition is OFF.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the invention. For example, in the above description, an electric motor may be applied to a pump of a type such as a rotary pump instead of a plunger pump. The present invention is not limited to a brake device, a headlight device, and a wiper device. It can be applied to an in-vehicle device.

10 Brake device (on-vehicle device)
12a, 12b Piping 20 Electric motor 21a, 21b Plunger pump 40 Brake hydraulic circuit M / C Master cylinder W / C Wheel cylinder ECU Control unit La Average motor current

Claims (8)

In a vehicle-mounted device control method in which a control unit performs switching control between a normal power consumption mode in which operation of a vehicle-mounted device can be operated with normal power consumption and a power-saving mode in which operation can be performed with power consumption smaller than the normal power consumption. ,
The in-vehicle device control system, wherein the control unit controls to switch to the normal power consumption mode when the ignition is on and to the power saving mode when the ignition is off. The in-vehicle device supplies a part of the brake fluid that supplies the brake fluid pressure generated in the master cylinder to the wheel cylinder through the conduit, and supplies the brake cylinder with the wheel cylinder by guiding the brake fluid from the conduit to the reservoir during the generation of the braking pressure. A brake device that increases or decreases the brake fluid pressure and returns the brake fluid guided to the reservoir to the master cylinder side by an electric motor,
The normal power consumption mode is driving of the electric motor,
The in-vehicle device control method according to claim 1, wherein in the power saving power mode, the electric motor is driven by an average motor current smaller than an average motor current in the normal power consumption mode. The normal power consumption mode is intermittent continuous driving of the electric motor,
The power-saving power mode is characterized in that the electric motor is driven intermittently and has an intermittent interval larger than that of the normal power consumption mode. The in-vehicle device control method according to claim 2. The normal power consumption mode is intermittent continuous driving of the electric motor,
The in-vehicle power supply according to claim 2, wherein the power saving mode is driving of the electric motor that rotates intermittently continuously at a lower rotational speed than the rotational speed of the electric motor in the normal power consumption mode. Device control method. The normal power consumption mode is intermittent continuous driving of the electric motor,
The in-vehicle device control method according to claim 2, wherein the power saving mode is continuous driving of the electric motor. The normal power consumption mode is continuous driving of the electric motor from the start of brake fluid pressure generation to the stop of brake fluid pressure generation,
The in-vehicle device control method according to claim 2, wherein the power saving mode is driving of an electric motor that stops at a predetermined brake fluid pressure from the start of brake fluid pressure generation. The on-vehicle device is a headlight device,
Normal power consumption mode is normal lighting of the headlight device,
The in-vehicle device control method according to claim 1, wherein the power saving mode is lighting with power consumption smaller than that of the normal power consumption mode. The on-vehicle device is a wiper device,
Normal power consumption mode is the normal drive of the wiper device,
The in-vehicle device control method according to claim 1, wherein the power saving mode is driving of the wiper device with power consumption smaller than that of the normal power consumption mode.

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