KR20160050911A - Power window device - Google Patents

Abstract

The present invention relates to a power window device and, more specifically, to technology to reduce the number of pins in a communications terminal and an enable terminal in a power window device to automatically control vehicle door glass. According to the present invention, the power window device comprises: a power module switch outputting a signal to enable a power window to be individually moved up and down; and an electronic control unit controlling the power window in response to the output of the power module switch, wherein an enable signal and a communications signal are inputted through one common terminal.

Description

Power window device

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a power window device and a technique for reducing the number of pins of a communication terminal and an enable terminal in a power window device that automatically controls a door glass of a vehicle.

Generally, automobile door glass is opened and closed up and down by a glass regulator, and it is divided into a manual type and a power window. The power window is opened and closed by the motor by a switch attached to the door or console box.

The door glass is operated as a driving motor by the operation of an opening / closing switch, and the driving motor is operated and stopped by receiving a signal from an ECU (Electronic Control Unit). That is, the power window device of the vehicle is a device which recognizes the input of the window switch by the built-in ECU in the door module and controls the up / down (UP / DOWN) of the window through the driving means.

The ECU built in the door module of the power window unit has a safety function, so there is a risk of injury if a person's arm or head is caught while the window is raised. Drop.

However, the ECU provided in the conventional door module has an enable terminal for enabling the window switch and a communication dedicated terminal for performing communication with the external device as separate pins. As a result, the circuit size of the ECU is increased and the human material cost is increased by wire installation.

The present invention relates to a power window device for automatically controlling a vehicle door glass, in which a communication-dedicated stage and an enable stage are jointly used via one pin to reduce the size of an electronic control unit (ECU) circuit and reduce the number of wires .

A power window device according to an embodiment of the present invention includes a power module switch for outputting a signal for raising or lowering a power window, respectively; And an electronic control device for controlling the power window in response to the output of the power module switch and the enable signal and the communication signal being inputted through one common terminal.

The present invention can efficiently utilize limited input / output terminals of an ECU (Electronic Control Unit) built in a door module in a power window device, minimizing connector specifications and reducing cost and weight by eliminating wiring to provide.

It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. .

1 is a circuit diagram of a power window device according to an embodiment of the present invention;
2 is a detailed circuit diagram of a safety ECU (Electronic Control Unit) of Fig.
FIG. 3 is a flow chart for explaining the operation of the MCU (Micro Control Unit) of FIG. 2 of FIG. 2;
FIGS. 4 and 5 are diagrams for explaining operations relating to the MCU (Micro Control Unit) of FIG. 2;

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a circuit diagram of a power window device according to an embodiment of the present invention.

An embodiment of the present invention includes a plurality of safety electronic control units (ECUs) 10 to 40 and a plurality of power module switches 50 to 80.

Here, the plurality of safety ECUs 10 to 40 include a power terminal B + (PWR), a common terminal EN / LIN, a switching terminal SW, a tail terminal TAIL, and a ground terminal GND.

Power terminal B + (PWR) is a terminal to which battery power is supplied from the SBJ (Smart Junction Box). The common terminal EN / LIN is a common terminal through which a lean communication signal applied from a body control module (BCM) is inputted through the same pin through an input terminal of an enable signal.

The switching terminal SW is a terminal to which a switching signal is inputted from a plurality of power module switches 50 to 80. Here, the switching terminal SW may receive a switching signal for wirelessly controlling the passenger seat window. TAIL terminal TAIL is a terminal for inputting signals for controlling the passenger seat or rear magnet window. Here, the tail terminal TAIL may be connected to the ground terminal GND via the diodes D2 to D4 of the diode power module switches 60 to 80.

The plurality of power module switches 50 to 80 are constituted by the driver's seat power module switch 50, the passenger's seat power module switch 60, the rear magnet left power module switch 70 and the rear magnet right power module switch 80 .

Here, the driver's seat power module switch 50 corresponds to a DDM (Driver Door Module) for controlling the operation of the door on the driver's seat side. The driver's seat power module switch 50 may include a rear seat control switch that can manually raise / lower the rear seat window. The passenger-seat power module switch 60 corresponds to an ADM (Assit Door Module) for controlling the operation of the passenger-side door.

Each of the plurality of power module switches 50 to 80 includes a manual up switch UP, a manual down switch DOWN, an automatic up switch AUTO UP and an automatic down switch AUTO DOWN . The other side of each switch is connected to the switching terminal SW of the plurality of safety ECUs 10-40.

The power module switch 50 also includes a plurality of resistors R1 to R4 connected to a manual up switch UP, a manual down switch DOWN, an automatic up switch AUTO UP and an automatic down switch AUTO DOWN. Here, the plurality of resistors R1 to R4 may have different resistance values. The power module switch 60 includes a plurality of resistors R5 to R8 connected to a manual up switch UP, a manual down switch DOWN, an automatic up switch AUTO UP and an automatic down switch AUTO DOWN. Here, the plurality of resistors R5 to R8 may have different resistance values.

The power module switch 70 also includes a plurality of resistors R9 to R12 connected to a manual up switch UP, a manual down switch DOWN, an automatic up switch AUTO UP and an automatic down switch AUTO DOWN. Here, the plurality of resistors R9 to R12 may have different resistance values. The power module switch 80 includes a plurality of resistors R13 to R16 connected to a manual up switch UP, a manual down switch DOWN, an automatic up switch AUTO UP and an automatic down switch AUTO DOWN. Here, the plurality of resistors R13 to R16 may have different resistance values.

Therefore, the safety ECUs 10 to 40 execute the rising or falling of the window in accordance with the signals detected through the respective input terminals from the plurality of power module switches 50 to 80. For example, the driver's seat safety ECU 10 inputs the output of the driver's seat power module switch 50 to one switching input SW, distinguishes the operation selected by the ratio of resistance values, and then executes the selected driver.

Then, the power supply unit supplies or releases power to each of the safety ECUs 10 to 40 of the vehicle. Specifically, the power supply unit may be a Smart Junction Box (SJB) in this embodiment.

The SJB consists of a plurality of fuses to protect the car wiring, and electric cars can be powered by a high voltage battery (B +). The SJB protects the electronic device by disconnecting the fuse connected to the ECU in which the abnormality of the plurality of safety ECUs 10 to 40 has occurred.

Most of the input signals of the Body Control Module (BCM) are input through a Local Interconnect Network (LIN) communication from a multi-function (M / F) switch. The multifunction switch transmits a signal to the BCM, which controls the motor-integrated safety ECU (Electronic Control Unit) and uses the LIN (Local Interface Network) communication.

Recently, electronic devices that are applied to automobiles are increasing. As the number of electronic devices applied to automobiles increases, communication networks such as controller area network (CAN), local interconnect network (LIN), and flexray for communication between these electronic devices have also been developed .

2. Description of the Related Art [0002] Communication networks applied to automobiles employ different communication methods according to respective domain characteristics for a body domain, a multimedia domain, a power train domain, and a chassis domain. A plurality of automotive networks can be formed of at least one of cans, liners, and flex lanes, but the protection scope of the present invention should not be construed as being limited thereto. The technical idea of the present invention can be applied to a network in which communication is possible as well as cans, lean and flex rails.

In the embodiment of the present invention, among the various communication methods, the BCM performs communication with the safety ECU through the LIN method.

2 is a detailed circuit diagram of a safety ECU (Electronic Control Unit) 10 to 40 of FIG. The common terminal EN / LIN constructions of the safety ECUs (Electronic Control Units) 10 to 40 are all the same, and therefore, in the embodiment of FIG. 2, the safety ECU (electronic control unit) 10 on the driver's seat side will be described as an example.

A safety ECU (Electronic Control Unit) 10 on the driver's seat side can apply a lean communication signal or an enable signal from a body control module (BCM) via a common terminal EN / LIN. That is, the driver's seat side safety ECU 10 commonly uses the lean communication terminal and the enable terminal via the same pin.

The driver's side safety ECU 10 includes a plurality of resistors R17 to R20 and a plurality of capacitors C1 and C2.

Here, the resistor R17 is connected between the common terminal EN / LIN and the high voltage battery terminal B +. The resistor R18 is connected between the common terminal EN / LIN and the communication terminal LIN of the micro control unit (MCU) 100. In addition, the resistor R19 is connected between the common terminal EN / LIN and the enable terminal EN of the microcontrol unit (MCU) 100. The resistor R20 is connected between the resistor R19 and the ground GND.

Also, the capacitor C1 is connected between one end of the resistors R17 to R19 and the ground GND. The capacitor C2 is connected in parallel with the resistor R20, and is connected between the enable terminal EN of the micro control unit 100 and the ground GND.

The micro control unit 100 includes an enable terminal EN to which an enable signal is input and a communication terminal LIN to which a lean communication signal is applied. In the safety ECU (Electronic Control Unit) 10, an enable signal or a lean communication signal is applied through a common terminal EN / LIN constituted by one pin, but the micro control unit 100 therein has a function They have different inputs.

The micro control unit 100 receives a signal from the common terminal EN / LIN to the enable terminal EN through the path of (1) when the enable signal is applied. When the enable signal is applied from the common terminal EN / LIN, the high voltage is continuously input to the enable terminal EN through the path of (1). Upon receiving a signal having a high voltage level from the common terminal EN / LIN, a high-level signal passing through the resistors R19 and R20 and the ground terminal GND is input to the enable terminal EN.

On the other hand, the micro control unit 100 receives a signal through the communication terminal LIN through the path of (2) when a lean communication signal is applied from the common terminal EN / LIN. When a lean communication signal is applied from the common terminal EN / LIN, a pulse width modulation (PWM) pulse is inputted to the communication terminal LIN through the path of (2). That is, the pulse width modulation signal PWM applied from the common terminal EN / LIN is input to the communication terminal LIN through the resistors R17 and R18 and the ground terminal GND corresponding to the power supplied from the high voltage battery B +.

The operation of the MCU (Micro Control Unit) of FIG. 2 having such a configuration will be described with reference to the flowchart of FIG.

The micro control unit 100 monitors the initial input value after power is applied to determine whether the signal applied from the common terminal EN / LIN is an enable signal or a lean communication signal. That is, the micro control unit 100 determines whether or not the signal applied from the common terminal EN / LIN is the pulse width modulation signal PWM (step S1)

If the signal applied from the common terminal EN / LIN is not the pulse width modulation signal PWM, the micro control unit 100 determines that the signal applied from the common terminal EN / LIN is the enable signal. (Step S2 ), The micro control unit 100 determines whether a high voltage is applied through the enable terminal EN (step S3)

If a high voltage is applied through the enable terminal EN, the system is turned on (step S4). If a high voltage is not applied, the system is turned off (step S5)

On the other hand, when the signal applied from the common terminal EN / LIN is the pulse width modulation signal PWM, the micro control unit 100 determines that the signal applied from the common terminal EN / LIN is a lean communication signal (step S6) Thereafter, the microcontroller 100 determines whether or not the pulse width modulation signal PWM inputted through the communication terminal LIN is active (step S7)

If the pulse width modulation signal PWM is active, the system is turned on (step S8). If the pulse width modulation signal PWM is in the inactive state, the system is turned off (step S9)

FIGS. 4 and 5 are diagrams for explaining the operation of the MCU (Micro Control Unit) of FIG.

Safety ECUs (Electronic Control Units) 10 to 40 are automatically set up in an enabled state at the time of initial power-on. Then, after a certain period of time after the power is applied through the ignition switch, the ignition power supply terminal IG transits to the ground level and then to the high level again.

When the micro control unit 100 senses that the ignition power supply terminal IG transits to the high level again in the period in which the flag signal is at the ground voltage GND level, the enable signal is outputted to the enable terminal EN, As shown in FIG. At this time, the micro control unit 100 continuously monitors the input of the communication terminal LIN while the enable terminal EN is in operation.

The micro control unit 100 ignores the enable flag signal and activates the communication terminal LIN when a predetermined signal (for example, 0X555501xxxxx) is applied through the communication terminal LIN.

That is, the pulse width modulation signal PWM is input through the communication terminal LIN irrespective of whether the enable flag signal is at the low level in the state where the ignition power supply terminal IG is at the high level. The microcontroller 100 executes the lean communication module until the ignition power source IG transits to the low level to drive the corresponding software.

It should be understood that the embodiments described above are illustrative in all aspects and not restrictive. For example, each component described as a single entity may be distributed and implemented, and components described as being distributed may also be implemented in a combined form.

Claims (9)

A power module switch for outputting a signal for raising or lowering the power window, respectively; And
And an electronic control device for controlling the power window in response to the output of the power module switch and for receiving the enable signal and the communication signal through one common terminal. The power window apparatus according to claim 1, further comprising a body control module for transmitting a communication signal to the common terminal. The electronic control apparatus according to claim 1,
And a micro control unit for determining whether the signal applied through the common terminal is the enable signal or the communication signal. The microcontroller according to claim 3, wherein the micro control unit
An enable terminal to which the enable signal is applied; And
And a communication terminal to which the communication signal is applied. The microcontroller according to claim 3, wherein the micro control unit
And determines that the enable signal is applied when the high voltage level is applied for a predetermined time through the common terminal. The microcontroller according to claim 3, wherein the micro control unit
And determines that the communication signal is applied when the pulse width modulation signal is applied through the common terminal. The power window device of claim 1, wherein the communication signal is a LIN communication signal. The power module of claim 1, wherein the power module switch
A plurality of switches for raising or lowering the power window, and a plurality of resistors connected to the plurality of switches. 10. The electronic control apparatus according to claim 9, wherein the electronic control apparatus
And an output of the plurality of resistors is input to a switching input terminal to discriminate an operation selected as a ratio of a resistance value and to execute the selected driving.

Images