JP6838228B2 - In-vehicle electronic control device - Google Patents

Description

The present invention relates to an in-vehicle electronic control device.

An in-vehicle electronic control unit (ECU) that operates using a battery as a power source consumes some standby power even in a standby state (so-called sleep mode). On the other hand, in recent years, the electrification of automobiles has progressed, and the number of in-vehicle ECUs involved in control has been steadily increasing, and the total consumption of standby power cannot be ignored.

Therefore, it is considered to cut off the power supply in the standby state at the input stage of the vehicle-mounted ECU to reduce the standby power. For example, in Non-Patent Document 1, the power supply from the battery to the vehicle-mounted ECU is considered. A semiconductor relay for shutting off the power and a circuit configuration to which the relay is applied are disclosed.

DJR0417, 40V, 17A P-Channel Trench Power MOSFET with Reerse Battery Protection, Data Sheet, Sanken Electric Co., Ltd., DJR0417 --DSE Rev.1.1, Dec. 17, 2015, P1-P8 [Search on February 16, 2018] Internet <URL: http://www.semicon.sanken-ele.co.jp/sk_content/djr0417_ds_en.pdf>

As described in Non-Patent Document 1, a small and highly reliable semiconductor relay is generally used as the relay mounted to cut off the power supply to the vehicle-mounted ECU. However, on / off (conduction / cutoff) control of a semiconductor relay is often performed by an output signal from a microcomputer. Therefore, when the semiconductor relay is controlled by the microcomputer of the vehicle-mounted ECU equipped with the semiconductor relay, the semiconductor relay cannot be controlled when the power supply to the microcomputer itself is cut off, and the vehicle-mounted ECU is put into a standby state. Since it cannot be started (returned), a control circuit for the semiconductor relay that does not depend on the operating state (that is, the standby state or the starting state) of the vehicle-mounted ECU is required separately. Further, in a scene where the conduction of the semiconductor relay by the control circuit for the semiconductor relay is required, that is, in the scene where the in-vehicle ECU is started from the standby state, the reference voltage generated by reducing the output of the battery in the in-vehicle ECU. Since it is also in the standby state (that is, off), the control circuit for the semiconductor relay needs to be able to operate at a voltage higher than the reference voltage, such as the output of the battery.

The present invention has been made in view of the above, and an object of the present invention is to provide an in-vehicle electronic control device capable of realizing a transition to a standby state and a return from the standby state while suppressing a component cost and a number of components. To do.

The present application includes a plurality of means for solving the above problems. For example, an in-vehicle electronic control device having at least an arithmetic device as a load circuit, which is supplied to the load circuit from a battery as a power source. From the semiconductor relay that switches the continuity or interruption of the electric power, the driver circuit that is driven by the electric power from the battery side of the semiconductor relay and controls the switching of the continuity or interruption of the semiconductor relay, and the battery side of the semiconductor relay. It is assumed that the driver control circuit for controlling the driver circuit is provided based on a control signal driven by the electric power of the above and instructing switching of the semiconductor relay to continuity from other than the load circuit.

According to the present invention, it is possible to provide an in-vehicle electronic control device capable of realizing a transition to a standby state and a return from the standby state while suppressing a component cost and a number of components.

It is a figure which shows typically the structure of the vehicle-mounted electronic control device which concerns on one Embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram schematically showing a configuration of an in-vehicle electronic control device according to the present embodiment.

In FIG. 1, the in-vehicle electronic control device 1 is supplied to the load circuit (microcomputer 101, power supply circuit 106, and control circuit 107) from an arithmetic device as a load circuit (for example, a microcomputer 101) and a battery 2 as a power source. It has a semiconductor relay 102 that switches the continuity or interruption of the electric power, and a driver circuit 103a that is driven by the electric power from the upstream side (that is, the battery 2 side) of the semiconductor relay 102 and controls the switching of the continuity or interruption of the semiconductor relay 102. It is driven by electric power from the main relay circuit 103 and the upstream side (that is, the battery 2 side) of the semiconductor relay 102, and is a control signal from other than the arithmetic unit (microcomputer 101) as a load circuit to the continuity of the semiconductor relay 102. CAN transceivers 104 and 105 are provided as a driver control circuit for controlling the driver circuit 103a based on a control signal instructing the switching of the above.

The semiconductor relay 102 switches the continuity (on) or cutoff (off) of the power supply path between the battery 2 and the load circuit of the vehicle-mounted electronic control device 1, that is, from the battery 2 to the load circuit of the vehicle-mounted electronic control device 1. It switches between supplying and shutting off the supplied electric power, and is generated from the operation of the driver circuit 103a of the main relay circuit 103 and is input from the control signal line 102a. Based on the control signal (IN), the battery 2 to the battery It is driven by the electric power supplied through the power supply line 201.

The semiconductor relay 102 is a P-channel MOSFET (Metal Oxide Semiconductor Field Effective Transistor), and can be turned on by creating a potential difference between the gate and the source. That is, in the semiconductor relay 102, it can be turned on by creating a potential difference between the control signal line 102a (corresponding to the gate side) and the battery power supply line 201 (corresponding to the source side). Therefore, when a semiconductor relay 102 that can be used at a voltage (for example, 26 V) or higher of the battery 2 is used, for example, the signal (on signal) for controlling the switching from the cutoff state to the conductive state is the battery 2. It does not require a control signal of a reference voltage (for example, 5V) generated from the voltage of (for example, 26V), and can be driven based on a control signal (IN) generated by the driver circuit 103a of the main relay circuit 103. It is possible. As the semiconductor relay 102, the one in which the power consumption in the off state (that is, the cutoff state) is very small is used. Further, by incorporating a diode for preventing reverse connection of the battery into the P-channel MOSFET constituting the semiconductor relay 102, the semiconductor relay 102 having the reverse connection prevention function of the battery can be obtained.

The load circuit arranged on the downstream side (power supply line 202 side) of the semiconductor relay 102 in the in-vehicle electronic control device 1 adjusts the voltage of the electric power input via the power supply line 202, that is, drives each part. The power supply circuit 106 that generates the voltage for the power supply circuit 106, the microcomputer 101 driven by the power input from the power supply circuit 106 via the power supply line 203, and the power and power supply circuit input from the semiconductor relay 102 via the power supply line 202. There is a control circuit 107 driven by electric power input from 106 via the power supply line 203.

The control circuit 107 controls various operations in the in-vehicle electronic control device 1. In the present embodiment, only the load circuit of the in-vehicle electronic control device 1 is shown, and the description of the function will be omitted.

The microcomputer 101 controls the transition to the standby state (sleep mode) in the in-vehicle electronic control device 1, and is connected to the main relay circuit 103 by a keep-alive signal line 401 that transmits a sleep mode control signal. It is connected to the CAN transceivers 104 and 105 by the SPI signal line 402. The microcomputer 101 is based on various information input to the CAN transceivers 104 and 105 via the accessory signal (ACCESS) 305 input to the CAN transceivers 104 and 105, the ignition signal (IGN) 306, and the CAN bus lines 403 and 404. Determine if it is necessary to shift to the standby state.

The CAN transceivers 104 and 105 and the main relay circuit 103 are connected to the battery power supply line 201 via the power supply line 307, and power is supplied via the power supply line 307.

The CAN transceivers 104 and 105 are communication transmission / reception devices for performing communication between a plurality of vehicle-mounted electronic control devices (not shown) including the vehicle-mounted electronic control device 1 and one or more other vehicle-mounted electronic control devices (not shown). .. The CAN transceivers 104 and 105 are input with the OR by the OR circuit 308 of the accessory signal (ACCESS) 305 and the ignition signal (IGN) 306 indicating the state of the vehicle, respectively. Further, a CAN bus line 403 that is responsible for one of the in-vehicle communication is connected to the CAN transceiver 104, and a CAN bus line 404 that is responsible for the other one of the in-vehicle communication is connected to the CAN transceiver 105.

The CAN transceivers 104 and 105 detect that either the accessory signal (ACCESS) 305 or the ignition signal (IGN) 306 is in the ON state (that is, the Hi state) based on the output of the OR circuit 308. Then, the signal states (that is, INH signals) of the INH signal lines 303 and 304 are turned on (Hi). The INH signal lines 303 and 304 of the two CAN transceivers 104 and 105 are connected to the OR circuit 302a, and the OR of the INH signals of the INH signal lines 303 and 304 is PSA via the PSA signal line 302. It is input to the main relay circuit 103 as a signal.

In the present embodiment, the CAN transceivers 104 and 105 detect the ON state of the accessory signal (ACCESS) 305 or the ignition signal (IGN) 306 and turn on the signal state of the INH signal lines 303 and 304. Although described by way of example, the present invention is not limited to this, and other signals may be input and the signal states of the INH signal lines 303 and 304 may be turned on based on the signal state of the input signal. good.

Further, the signal status of the CAN bus lines 403 and 404 connected to the CAN transceivers 104 and 105 and specific data are detected, and the signal status of the INH signal lines 303 and 304 is turned on based on the detection result. You may.

Further, the signal required for detection is directly input to the main relay circuit 103 without using the CAN transceivers 104 and 105, or a LIN (Local Interconnect Network) transceiver is used instead of the CAN transceivers 104 and 105. It may be configured.

The main relay circuit 103 is connected to the battery power supply line 201 and is connected between the MRLY signal line 301 and GND (ground voltage) to generate a control signal (IN) for controlling switching of the semiconductor relay 102. It has a driver circuit 103a and a logic sum circuit 103b that generates a control signal for controlling continuity (on) or interruption (off) of the driver circuit 103a.

The logic sum circuit 103b includes a keep-alive signal line 401 for transmitting a control signal (sleep mode control signal) from the microcomputer 101, a PSA signal line 302 for transmitting a control signal (PSA signal) from the logic sum circuit 302a, and the logic sum circuit 103b. A Timer signal line 310 for transmitting a control signal (Timer signal) from a timer function unit (not shown) is input.

The control signal (Timer signal) transmitted on the Timer signal line 310 causes the driver circuit 103a when the semiconductor relay 102 is switched to cutoff by the driver circuit 103a and the time from the switching elapses for a preset time. A control signal for switching to continuity (that is, an on (Hi) signal) is transmitted.

The OR circuit 103b outputs the OR of the sleep mode control signal of the keep-alive signal line 401, the PSA signal of the PSA signal line 302, and the Timer signal of the Timer signal line 310 to the driver circuit 103a as a control signal. ..

When the control signal from the logic sum circuit 103b is an off (cutoff) signal, the driver circuit 103a cuts off the / MRLY signal line 301 and the GND (ground potential), and the control signal from the logic sum circuit 103b is transmitted. When it is an on (conduction) signal, it conducts the / MRLY signal line 301 and the GND (ground potential). Since power is supplied to the main relay circuit 103 from the battery power supply line 201 via the power supply line 307, the control signal is controlled regardless of the operating state (standby state or starting state) of the load circuit such as the microcomputer 101. Can drive the driver circuit 103a.

When the driver circuit 103a is turned on (conducting) by the control signal from the logic sum circuit 103b, a control signal (IN) is generated by the voltage dividing circuit formed by the resistors 201a and 301a, and the gate voltage (that is, control) of the semiconductor relay 102 is controlled. The voltage of the signal line 102a) drops, and a potential difference is generated between the voltage of the battery 2 and the source voltage applied by the battery power supply line 201. When the potential difference between the gate voltage and the source voltage of the semiconductor relay 102 becomes equal to or higher than the threshold voltage required for turning on (conducting) the semiconductor relay 102, the semiconductor relay 102 is conducted and the power from the battery 2 is supplied to the power supply circuit via the power supply line 202. It is supplied to 106 and the control circuit 107.

The power supply circuit 106 generates and supplies various voltages necessary for driving the microcomputer 101 and the control circuit 107 based on the electric power supplied via the semiconductor relay 102. When the microcomputer 101 enters the activated state by supplying electric power from the power supply circuit 106 via the power supply line 203, the microcomputer 101 outputs an on signal to the keep-alive signal line 401 in order to keep the driver circuit 103a on. The keep-live signal output via the keep-alive signal line 401 supplements, for example, the voltage of the PSA signal that drops in conjunction with the battery voltage that temporarily drops due to the engine start motor or the like, that is, PSA. This is for avoiding a drop in the control signal (corresponding to an off signal) to the driver circuit 103a due to a temporary voltage drop different from the intention of the signal, and keeping the driver circuit 103a on. Although not shown, the power supply circuit 106 has a built-in booster circuit or the like as a means for dealing with a temporary drop in the voltage of the battery 2.

Next, the transition from the startup state to the standby state (sleep mode) will be described.

The microcomputer 101 determines whether or not it is necessary to shift to the standby state based on the state of the accessory signal (ACCESS) 305 and the ignition signal (IGN) 306, various information obtained from the CAN bus lines 403 and 404, and the like. The details of the determination method will be omitted.

When it is determined that the microcomputer 101 shifts to the standby state, the CAN transceivers 104 and 105 are controlled via the SPI signal line 402 and the like, and the INH signal of the INH signal lines 303 and 304 is turned off so as to shift to the standby state. To do. When the INH signals of the two CAN transceivers 104 and 105 become off signals, the control signal (PSA signal) output from the OR circuit 302a to the main relay circuit 103 becomes an off signal. At this time, as long as the keep alive signal output from the microcomputer 101 to the main relay circuit 103 via the keep alive signal line 401 is an on signal, the control signal to the driver circuit 103a is not an off signal, and therefore the driver. The circuit 103a is not in the off state. Then, the keep-alive signal of the keep-alive signal line 401 is set as an off signal at the timing when the data to be held by the microcomputer 101 is stored and it is determined that there is no problem even if the power supply of the microcomputer 101 is cut off. At this time, since the PSA signal of the PSA signal line 302 is already off, the driver circuit 103a is immediately turned off (cut off), and the gate voltage of the semiconductor relay 102 (that is, the control signal (IN) of the control signal line 102a). )) Rise. When the potential difference between the gate voltage and the source voltage becomes equal to or lower than the threshold voltage, the semiconductor relay 102 is turned off (cut off), the power supply from the battery 2 to the power supply circuit 106 and the control circuit 107 is cut off, and the microcomputer 101 is also turned off. The vehicle-mounted electronic control device 1 shifts to the standby state (sleep mode).

The action and effect in the present embodiment configured as described above will be described.

A small and highly reliable semiconductor relay is generally used as the relay mounted to cut off the power supply to the vehicle-mounted ECU. However, on / off (conduction / cutoff) control of a semiconductor relay is often performed by an output signal from a microcomputer. Therefore, when the semiconductor relay is controlled by the microcomputer of the vehicle-mounted ECU equipped with the semiconductor relay, the semiconductor relay cannot be controlled when the power supply to the microcomputer itself is cut off, and the vehicle-mounted ECU is put into a standby state. Since it cannot be started (returned), a control circuit for the semiconductor relay that does not depend on the operating state (that is, the standby state or the starting state) of the vehicle-mounted ECU is required separately. Further, in a scene where the conduction of the semiconductor relay by the control circuit for the semiconductor relay is required, that is, in the scene where the in-vehicle ECU is started from the standby state, the reference voltage generated by reducing the output of the battery in the in-vehicle ECU. Since it is also in the standby state (that is, off), the control circuit for the semiconductor relay needs to be able to operate at a voltage higher than the reference voltage, such as the output of the battery.

On the other hand, in the present embodiment, it is supplied from the arithmetic unit as the load circuit (for example, the microcomputer 101) and the battery 2 which is the power source to the load circuit (the microcomputer 101, the power supply circuit 106, and the control circuit 107). It has a semiconductor relay 102 that switches the continuity or interruption of the electric power, and a driver circuit 103a that is driven by the electric power from the upstream side (that is, the battery 2 side) of the semiconductor relay 102 and controls the switching of the continuity or interruption of the semiconductor relay 102. It is driven by electric power from the main relay circuit 103 and the upstream side (that is, the battery 2 side) of the semiconductor relay 102, and is a control signal from other than the arithmetic unit (microcomputer 101) as a load circuit to the continuity of the semiconductor relay 102. Since the CAN transceivers 104 and 105 as the driver control circuit for controlling the driver circuit 103a are provided based on the control signal instructing the switching of the above, the transition to the standby state and the return from the standby state can be performed with the component cost and the return from the standby state. This can be achieved while reducing the number of parts.

Further, when considering a semiconductor relay 102 that is turned on by being given an on signal of 5 V and turned off by an off signal of 0 V, the reference 5 V power supply is also turned off in the standby state, so that the semiconductor The circuit that controls the relay needs to operate using the battery 2 as a power source. Further, since the output of the vehicle-mounted battery can take a voltage of about 4.5 V to about 26 V, the control circuit (main relay circuit 103) of the semiconductor relay 102 needs to correspond to the voltage input of the battery 2. In the present embodiment, the 5V power supply circuit for controlling the semiconductor relay 102 is not required, and the P-channel MOSFET can be controlled by a commonly used main relay driver. Therefore, an inexpensive circuit with a small number of parts can be used. It can be realized.

Further, if the control circuit (main relay circuit 103) of the semiconductor relay 102 is provided with a function of generating a voltage higher than that of the battery 2 by a charge pump or the like, the semiconductor relay 102 composed of an inexpensive N-channel MOSFET can be controlled. Can be done.

<Additional notes>
The present invention is not limited to the above-described embodiment, and includes various modifications and combinations within a range that does not deviate from the gist thereof. Further, the present invention is not limited to the one including all the configurations described in the above-described embodiment, and includes the one in which a part of the configurations is deleted. Further, each of the above configurations, functions and the like may be realized by designing a part or all of them by, for example, an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function.

1 ... In-vehicle electronic control device, 2 ... Battery, 101 ... Microcomputer (arithmetic device), 102 ... Semiconductor relay, 102a ... Control signal line, 103 ... Main relay circuit, 103a ... Driver circuit, 103b, 302a, 308 ... Logic sum circuit , 104, 105 ... CAN transceiver, 106 ... power supply circuit, 107 ... control circuit, 201 ... battery power supply line, 201a, 301a ... resistance, 202 ... power supply line, 203 ... power supply line, 301 ... signal line, 302 ... PSA signal line , 303, 304 ... INH signal line, 305 ... Accessory signal (ACCESS), 306 ... Ignition signal (IGN), 307 ... Power supply line, 310 ... Timer signal line, 401 ... Keep alive signal line, 402 ... SPI signal line, 403 , 404 ... Bus line

Claims (4)

An in-vehicle electronic control device having at least an arithmetic unit as a load circuit.
A semiconductor relay that switches the continuation or interruption of the power supplied from the battery, which is the power source, to the load circuit.
A driver circuit that is driven by electric power from the battery side of the semiconductor relay and controls switching between continuity and interruption of the semiconductor relay.
The driver circuit is driven by electric power from the battery side of the semiconductor relay, and is based on a control signal from a device other than the arithmetic unit as the load circuit that instructs switching to conduction of the semiconductor relay. An in-vehicle electronic control device characterized by having a driver control circuit for controlling. In the in-vehicle electronic control device according to claim 1,
The driver control circuit is a communication transmission / reception device for performing communication between a plurality of vehicle-mounted electronic control devices including the vehicle-mounted electronic control device and one or more other vehicle-mounted electronic control devices. In-vehicle electronic control device. In the in-vehicle electronic control device according to claim 1,
The driver circuit is controlled based on the logical sum of the control output output from the driver control circuit to control the driver circuit and the control output output from the arithmetic unit to control the driver circuit. An in-vehicle electronic control device characterized by the above. In the in-vehicle electronic control device according to claim 1,
The driver control circuit is characterized in that it outputs a control signal for switching the semiconductor relay to conduction when a preset time has elapsed from the switching of the semiconductor relay to interruption by the driver circuit. Control device.

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