TWI675764B - Power control device, vehicle rear mounted electronic machine - Google Patents

Abstract

The power supply control device includes a relay switch (11) for switching the power supply state from a vehicle battery to a predetermined electronic circuit, and a sensor (13) that outputs an output signal as an indicator function of whether the vehicle is running. And the walking state determination unit (F1) to determine whether the vehicle starts to move and whether the vehicle is stopped and stopped according to the behavior of the output signal of the sensor at a certain time, and the connection state of the relay switch is determined based on the determination result of the walking state determination unit. Controlled switch control unit (F2).

Description

Power supply control device, vehicle rear-mounted electronic equipment

The present disclosure relates to a power supply control device for controlling power supply from a vehicle-mounted battery to a predetermined electronic circuit, and a rear-mounted electronic device for a vehicle incorporating the power supply control device.

In the vehicles shipped from the workshop, auto parts are added according to users and agents. In order to prevent the battery generated by such an auto accessory from being depleted, when the vehicle is parked in a stalled state (in other words, the vehicle is not in use), it is preferable to block the power from the on-board battery to the auto accessory. Therefore, a device (hereinafter, a power supply control device) for controlling power supply from a vehicle battery to a predetermined electronic circuit such as an automobile accessory is often required to be connected to the wiring of the IG line and the ACC line. Further, Patent Document 1 (Japanese Patent Application Laid-Open No. 2012-148717) discloses that noise is generated as a trigger accompanying the start of the engine and the start of power supply to other in-vehicle devices with the battery voltage as a trigger to supply power to the auto parts. And, during the communication with the computer on the vehicle side, it is a power control device that does not cut off the power.

According to the configuration disclosed in Patent Document 1, it is possible to identify whether the vehicle is in use (that is, in use state) without connecting to the wiring of the IG line and the ACC line. However, in the configuration of Patent Document 1, in order to communicate the power supply control device with the vehicle-side computer, it is necessary to connect the power supply control device to a vehicle-mounted network. On the other hand, it is difficult to determine whether the vehicle is in a used state or in an unused state only by the presence or absence of noise generated by the battery voltage. In electric vehicles without a generator, and hybrid (hybrid) vehicles in which the driving means is switched to an engine and an electric motor, generator noise does not occur. In addition, even an engine vehicle has a vehicle with small power generation ripple.揭示 The purpose of this disclosure is to provide a power control device and a rear-mounted electronic device for a vehicle, which does not need to be connected to an on-vehicle network to perform appropriate power control in accordance with the use state of the vehicle. According to the first aspect of the present disclosure, the power supply control device includes a relay switch for switching a power supply state from a vehicle battery to a predetermined electronic circuit, and an output signal outputting an indicator function as to whether or not the vehicle is running. And a state determination unit that determines whether the vehicle starts to walk and whether the vehicle is stopped and stopped according to the behavior of the output signal of the sensor at a certain time, and connects the relay switch according to the determination result of the walking state determination unit. State control switch control unit. According to the first aspect of the present disclosure, the walking state discriminating unit determines whether the vehicle starts to walk and whether the vehicle is stopped by stopping based on the output signal of the sensor. Here, judging whether the vehicle starts to travel and whether the vehicle is parked with flameout is equivalent to judging whether the vehicle is used by a user (that is, the state of use of the vehicle). That is, the above-mentioned running state determination unit is equivalent to determining a use state of a vehicle based on an output signal of a sensor built into a power control device. The switch control unit controls the connection state of the relay switch according to the discrimination result of the running state discrimination unit. The relay switch is a constituent element for switching a power supply state from a vehicle battery to a predetermined electronic circuit. Therefore, the switch control unit controls the connection state of the relay switch in a state equivalent to controlling the supply of power from the vehicle battery to a predetermined electronic circuit (for example, an automobile accessory). That is, according to the above configuration, it is possible to realize power control in accordance with the use state of the vehicle. Further, according to the first aspect of the present disclosure, the communication status with the vehicle-side computer is not used in determining the use state of the vehicle. That is, it is not necessary to connect to the vehicle-mounted network in order to communicate the power control device with the vehicle-side computer. That is, it is not necessary to connect to the on-vehicle network, and appropriate power control can be performed in accordance with the use state of the vehicle. (2) According to the second aspect of the present disclosure, the power supply control device of the first aspect of the present disclosure is incorporated in the after-installed electronic device for a vehicle. The vehicle rear-mounted electronic device of the second aspect of the present disclosure can also achieve the same effect as that of the first aspect of the present disclosure.

the following, The embodiments of the present disclosure will be described using figures. Figure 1, It is a figure which shows an example of the outline structure of the power supply control apparatus 1 of this indication. Power control device 1, It is a device which controls the supply state of the electric power from the vehicle battery 2 to the automobile accessory 3. also, Auto parts here 3, It refers to the electronic equipment added to the vehicle after the factory shipment.  This power control device 1, As shown in Figure 1, It is used between the vehicle battery 2 and the automobile accessory 3. in particular, The power supply control device 1 is an input / output terminal for power supply. have: + (Positive) input terminal, Negative input terminal, + (Positive) output terminal, And negative output terminals, The + (positive) input terminal is electrically connected to the + (positive) side terminal of the vehicle battery 2. The negative input terminal is electrically connected to the negative-side terminal of the vehicle battery 2. + (Positive) output terminal, It is electrically connected to the + (positive) side terminal of the car accessory 3. The negative output terminal is electrically connected to the negative-side terminal of the automobile accessory 3.  In the inside of the power control device 1, the + (positive) input terminal and + (positive) output terminal, It is connected through the relay switch 11. And Negative input terminal and negative output terminal, It is electrically connected to the inside of the power source control device 1.  Relay switch 11, Is based on a control signal input from a calculation unit 14 described later, A switch that switches the connection state (ie, ON / OFF). When the connection state of the relay switch 11 is set to ON, The output voltage of the vehicle battery 2 is applied to the + (positive) output terminal. The power of the vehicle battery 2 is supplied to the vehicle accessory 3. And When the connection state of the relay switch 11 is set to OFF, The power supply from the vehicle battery 2 to the automobile accessory 3 is interrupted. The automobile accessory 3 is an electronic circuit corresponding to the scope of patent application.  This power control device 1, As shown in Figure 1, except for relay switch 11, It also includes a power circuit section 12, Acceleration sensor 13, And computing section 14. Power circuit section 12, Is the output voltage of the vehicle battery 2 (after battery voltage), A circuit module converted into a predetermined operating voltage suitable for the operation of the power supply control device 1. which is, Power circuit section 12, It functions as an internal power source that supplies power from the vehicle-mounted battery 2 to other elements (for example, the computing unit 14) included in the power source control device 1.  Acceleration sensor 13, It is a well-known sensor that detects acceleration acting on the power supply control device 1. Acceleration sensor 13, For example, a three-axis acceleration sensor that can detect accelerations in three axial directions perpendicularly crossing each other can be used. In one example in this embodiment, The acceleration sensor 13 is an analog three-axis acceleration sensor. Acceleration sensor 13, It has 3 output terminals corresponding to 3 detection axes, Display voltage signals acting on accelerations in the axial direction corresponding to the output terminals from the three output terminals, Yes is input to the calculation unit 14.  Alas, Since the power control device 1 is used in a vehicle, Therefore, the acceleration corresponding to the behavior of the vehicle acts on the power source control device 1. in particular, In the case where the vehicle is walking, Acceleration caused by the unevenness of the road surface, The horizontal acceleration corresponding to the acceleration / deceleration operation is applied to the power supply control device 1. And In the case where the vehicle is orbiting, The centrifugal force acts on the power source control device 1. When the vehicle is a vehicle having an engine as a drive source, Acceleration from vibrations of the engine works.  So when the vehicle is on a road, Acceleration sensor 13, It detects components other than gravity. which is, The output signal of the acceleration sensor 13 functions as an indicator of whether or not the vehicle is traveling. therefore, The acceleration sensor 13 is a sensor equivalent to a patent application.   For convenience, Then, the acceleration caused by the unevenness of the road surface is applied to the acceleration of the vehicle body. It is called ground vibration component. And The acceleration of the car body will be driven by the engine, Called the engine vibration component. Ground vibration components, When the vehicle is walking on a bumpy road, In the case of waiting on the bridge, Relatively large.  Computing unit 14, Is based on the output signal of the acceleration sensor 13, Judging whether the vehicle started to walk, And whether it ’s stalled, A constituent element for switching ON / OFF of the relay switch 11 in accordance with the determination result. Computing unit 14, Is using CPU141, ROM142, RAM143, It also implements input and output circuits (not shown).  ROM142 is a non-volatile memory medium, The RAM 143 is a volatile memory medium. In ROM142, A program using a general computer as a function of the arithmetic unit 14 in this embodiment is stored (hereinafter, Power control program). Computing unit 14, The power control program is implemented by the CPU 141. It implements various functions described later.  Alas, Power control program, It may be stored in a non-transitory tangible storage medium. CPU141 implements a power control program, The method corresponding to the power control program is implemented.    <For Functions of Calculation Unit 14> Next, The function of the arithmetic unit 14 will be described using FIG. 2. In one example, Computing unit 14, Is the presence or absence of corresponding ground vibration components, Judging whether the vehicle started to walk, And whether it ’s stalled, A state in which the connection state of the relay switch 11 is controlled according to the determination result.  Computing unit 14, As a functional block for implementing the above control, have: Band-pass filter (after BPF: Band-Pass Filter) 144, Detector 145, Comparator 146, Walking state discrimination section F1 And switch control unit F2.  Alas, Although the band-pass filter (hereafter, BPF: Band-Pass Filter) 144, Detector 145, The comparators 146 each show only one, But these building blocks, These are output terminals provided in the acceleration sensor 13. For convenience later, Among the three output terminals included in the acceleration sensor 13, the signals output from certain output terminals are targeted, Each component will be described.  BPF144, The filter circuit is designed to pass a ground vibration component included in an output signal of the acceleration sensor 13. A specific range of frequencies at which ground vibration components can exist (after that, Ground vibration frequency band), It can be defined by experiments. BPF144, Is to pass signals that belong to the ground vibration frequency band, on the other hand, Attenuates components outside the ground vibration frequency band. BPF144 output signal, Is input to the detection unit 145. BPF144 is a vibration component extraction unit corresponding to the scope of patent application.  Figures 3 (A) and (B), It is a graph conceptually showing the operation of the BPF 144 for the output signal of the acceleration sensor 13. Figure 3 (A), Is the output signal of the acceleration sensor 13, (B) shows the output signal of BPF144. The output signal of the acceleration sensor 13 is input to the BPF144, The only component that is transmitted to the rear stage is the detection unit 145. also, The horizontal axis of any graph is the display time.  Detection unit 145, It is an analog circuit (envelope detection circuit) that extracts the envelope component of the output signal of the BPF144. The output signal of the detection unit 145, Is input to the comparator 146. Figure 3 (C), It is the transition of the output signal of the display detection unit 145 to the output signal of the BPF 144 shown in FIG.  Comparison 146, As shown in Figure 3 (D), The output signal from the detection unit 145 is a component (for example, a circuit) that outputs a high-level signal when the predetermined travel determination threshold value Thα is equal to or higher than the predetermined walking determination threshold value Thα. Comparator 146, When the output signal of the detection unit 145 is lower than the walking discrimination threshold Thα, Output a low-level signal. The comparator 146 outputs a high-level signal, This means that the amplitude of the ground vibration component is equal to or greater than the walking discrimination threshold Thα. The threshold for walking discrimination Thα introduced here, It is a threshold value for judging that a vehicle has the possibility of walking. The specific value of the walking discrimination threshold Thα may be appropriately designed.  Walking state discrimination section F1, Is based on the signal input from the comparator 146, Judging whether the vehicle's walking started, And whether the vehicle is a functional block that stops and stops. Walking state discrimination section F1, It is realized by the CPU 141 executing the above-mentioned power control program.  Alas, Other states of the walking state discriminating unit F1, It may be implemented using one or a plurality of ICs as hardware. And It can be realized by software implementation and hardware combination. The above BPF144, Detector 145, Comparator 146, It can also be implemented by analog circuits, For example, it may be implemented digitally by software processing in a CPU.  Walking state discrimination section F1, As shown in Figure 3 (D) and (E), When the state where the output level of the comparator 146 is high is a case where the predetermined walking discrimination time Trn is continued for more than It is determined that the walking of the vehicle has begun.  Walking state discrimination section F1, As a side function for performing the above discrimination, Equipped with walking discrimination timing. Walking discrimination timing, This is a timer that measures the elapsed time after the output signal of the comparator 146 transitions from a low level to a high level. Walking discrimination timing, The high-level signal is counted from the input of the comparator 146 as a trigger. When the calculated value is a value corresponding to the walking determination time Trn, the state becomes full. but, When the output of the comparator 146 is low until the timer is full, Yes Reset the calculated value. which is, Walking discrimination timing, The state where the comparator 146 is outputting a high-level signal is full when the continuous walking determination time Trn is longer than the state.  Walking state discrimination section F1, It is the case that the walking judgment timing is full, It is determined that the walking of the vehicle has started, Set the travel flag to ON. Walking mark, Is a mark on the process, In a state where the initialization process described later (after, (Initial state) is set to OFF. The setting state of this walking flag (ie, ON / OFF), It is used to determine whether the relay switch 11 is turned on.  And the walking state discrimination section F1, As shown in Figure 4, When the state where the output of the comparator 146 is low is a case where the predetermined mask time Tmsk continues, The vehicle was determined to be stalled. This is to make the ground vibration component be observed when the vehicle is traveling. In other words, The output of the comparator 146 goes low, This is because there is an indirect possibility that the vehicle is idling.  The mask time Tmsk imported here, It is an element for distinguishing between a state where the vehicle is idling and a state where the vehicle is stalled. Masking time Tmsk, It is the maximum value of time designed to be assumed as the idling stop time of the vehicle, E.g, Assumed value of signal display switching time, And the assumed value of the maximum idle stop time with congestion is a larger value. The specific value of the mask time Tmsk may be appropriately designed. One example is set to 10 minutes.  Alas, Whether the state where the output of the comparator 146 is at a low level continues for a predetermined mask time Tmsk, Is a timer that measures the elapsed time after the output from the comparator 146 goes low (after Extinguish and stop judging the timing).  Stop timing when judging by flameout, When the walking flag is set to ON, The low-level signal is input from the comparator 146 as a trigger, and the calculation is started. When the calculated value is a value corresponding to the mask time Tmsk, the state becomes full. but, When the output of the comparator 146 goes high until the timer is full, the calculated value is reset. The operation is stopped until the output of the comparator 146 becomes low. Extinguishing stop to determine that the timer is full, Walking state discrimination section F1, It is determined that the vehicle is stalled, Set the travel flag to OFF.  But in one of the examples in this embodiment, The number of output terminals fitted to the acceleration sensor 13 (in other words, the number of detected axes), Three systems are provided for the signal processing path from the BPF 144 to the comparator 146. which is, In the walking state determination section F1, The signal is input from each of the three comparators 146.  As in this embodiment, When the signal processing path from the BPF 144 to the comparator 146 includes three systems, Walking state discrimination section F1, Is to deal with the above discrimination, It is implemented for each of the three inputs. Any of the 3 inputs, When the travel flag is set to ON, the condition is sufficient. The walking flag is turned on. And When all three inputs are sufficient for the condition to turn off the walking flag, Just set the walking flag to OFF.  Switch control unit F2, It is a functional block that controls ON / OFF of the relay switch 11 based on the determination result of the walking state determination section F1. Switch control unit F2, It is realized by the CPU 141 executing the above-mentioned power control program. also, As another aspect switch control section F2, Is the same as the walking state determination unit F1, It may be implemented using one or a plurality of ICs.  Switch control unit F2, Is the discrimination result based on the walking state discrimination section F1, Determine whether the relay ON condition is sufficient. Relay ON condition, This is a condition for switching the connection state of the relay switch 11 from OFF to ON. In this case, It is determined by the walking state determination unit F1 that the vehicle is starting to walk, That is, when the walking flag is set to ON, It was determined that the relay ON condition was sufficient.  Switch control unit F2, It is judged that the relay ON condition is sufficient, For relay switch 11, The control signal that switches the connection state from OFF to ON (after that, (ON signal) output. The relay switch 11 is a case where an ON signal is input, Switch to ON state.  And switch control section F2, Is the discrimination result based on the walking state discrimination section F1, Determine if the relay is OFF. Relay OFF condition, This is a condition for switching the connection state of the relay switch 11 from ON to OFF. In this case, When the walking state determination unit F1 determines that the vehicle is stalled and stopped, That is, when the walking flag is set to OFF, It is determined that the relay OFF condition is sufficient.  Switch control unit F2, It is judged that the relay OFF condition is sufficient, For relay switch 11, A control signal that switches the connection state from ON to OFF (after that, OFF signal) output. The relay switch 11 is a case where an OFF signal is input, Switch to OFF state.  Figure 5, It is a flowchart which shows the operation | movement of the power supply control apparatus 1 roughly. The flowchart shown in Figure 5, The power control device 1 is connected to the vehicle battery 2 It may be started only when power is supplied to the computing unit 14.  First in step S1, An operating system (not shown) of the power control device 1 (hereinafter, OS: After performing the initializing process, the process proceeds to step S2. In the initializing process, Implementation: Inspection of RAM143, Reading of programs stored in ROM142, Reading of initial setting values of various calculation parameters. When the initialization processing is completed, the process proceeds to step S2.  开关 In step S2, the switch control unit F2, Is the discrimination result based on the walking state discrimination section F1, Determine whether the relay ON condition is sufficient. When it is determined that the relay ON condition is sufficient, Step S2 is determined affirmatively, and it moves to step S3. Switch control unit F2 in step S3, If yes, move the ON signal output to the relay switch 11 to step S4. When step S3 is performed, the relay switch 11 is turned on, The power of the vehicle battery 2 is supplied to the vehicle accessory 3.   on the other hand, When the relay ON condition is insufficient, Step S2 is negatively judged and the process returns to step S2. which is, When the relay ON condition is sufficient, it becomes the standby state. also, When the power supply to the power supply control device 1 is interrupted while step S2 is repeatedly executed, this flow ends.  开关 In step S4, the switch control section F2, Is the discrimination result based on the walking state discrimination section F1, Determine if the relay is OFF. When it is judged that the relay OFF condition is sufficient, Step S4 is determined affirmatively, and it moves to step S5. In step S5, The relay switch 11 moves the OFF signal output to step S6. When step S5 is performed, the relay switch 11 is turned OFF. The power supply to the car accessory 3 is interrupted.   on the other hand, When the relay OFF condition is not sufficient, Step S4 is negatively determined and the process returns to step S4. which is, When the relay is OFF, it is in a standby state. also, When the power supply to the power supply control device 1 is interrupted while step S4 is repeatedly executed, this flow ends.  In step S6, The OS judges whether the power is interrupted. Whether the power is interrupted, The determination may be made based on the voltage level input to the power circuit section 12. E.g, When the voltage level input to the power supply circuit section 12 is below a predetermined threshold value, It was judged that the power was interrupted. also, When the power is cut off, Is for example, The power source control device 1 is a case in which the power source control device 1 is removed from the vehicle battery 2. When the power is not interrupted, Return to step S1. on the other hand, When the power is cut off, End this process.  In the above constitution, According to the output signal of the acceleration sensor 13 built into the power control device 1, Discrimination: Did the vehicle start, And whether the vehicle is parked for flameout. And It is determined that the walking of the vehicle is started, Until it is judged to be stalled, The relay switch 11 is turned on. And When it is determined that the vehicle is stalled, the relay switch 11 is turned OFF.  Further, Discrimination: Did the vehicle start, And whether the vehicle is parked in flameout, It is equivalent to judging whether the vehicle is used by the user (that is, the state of use of the vehicle). which is, Based on the above composition, According to the output signal of the acceleration sensor 13 built into the power control device 1, Determine the state of use of the vehicle, It is possible to control the power supply to the automobile accessory 3 according to the use state of the vehicle.  And in the above configuration, the use state of the vehicle is determined, Signals from IG and ACC lines are not used. therefore, The power control device 1 only needs to be connected to a battery line (so-called B line), It is not necessary to connect with the vehicle's IG line and ACC line wiring.  Further, In the above configuration, In determining the state of use of the vehicle, The presence or absence of noise generated by the battery voltage is not used. therefore, According to the above constitution, Generator noise in electric vehicles and hybrid (hybrid) vehicles does not overlap with battery voltage vehicles, And engine cars with small ripples, It is also possible to realize power supply control in accordance with the use state of the vehicle.  Further, In the above configuration, The communication status with the computer on the vehicle side is not used in judging the use state of the vehicle. which is, There is no need to communicate the power control device 1 with the vehicle-side computer, And connected to the car network. which is, There is no need to connect to the car network, Appropriate power control can be performed in accordance with the state of use of the vehicle.   the above, Although the embodiments of the present disclosure have been described, However, the present disclosure is not limited to the above embodiments. Various modifications described later are also included in the scope of the technology of the present disclosure, further, In addition to the following, Various changes can be implemented without departing from the essence. E.g, A plurality of modified examples may be implemented in combination.  Alas, For a component having the same function as the component described in the foregoing embodiment, Is appended with the same symbol, The description is omitted. And In cases where only part of the composition is addressed, The structure of the embodiment described above can be applied to other parts.    [Modification 1] Although shown in the foregoing embodiment, Between BPF144 and comparator 146, An aspect in which a detection unit 145 that performs envelope detection is provided, But it is not limited to this. As shown in Figure 6, A configuration that does not include the detection unit 145 may be adopted.  But in that case, As shown in FIG. 7, the output level of the comparator 146, The output is pulsed in response to BPF144. therefore, Walking state discrimination section F1, It is used as a side function to determine whether the vehicle has started running. have: Walking discrimination timing, And reset the timer.  Walk to judge the timing, As in the previous embodiment, The comparator 146 is a timer that measures an elapsed time since a high-level signal is output. but, Walking discrimination timing, It is because the output of the comparator 146 is not reset immediately even when it is at a low level. Walking discrimination timing, When the reset timer is full, Reset.  Reset the timer, This is a timer that measures the time Tlw when the output of the comparator 146 is in a low-level state in a state where the walking discrimination timer is activated. Reset the timer, The calculation is started when the output of the comparator 146 is at a low level while the walking determination timer is activated. And Display the calculated value of the low-level duration Tlw, When it becomes a value corresponding to a predetermined low-level allowable time Tlmt, the state becomes full. which is, The walking discrimination timing in the first modification, The state where the output of the comparator 146 is low, If it is a predetermined low-level allowable time, it is reset.  The low-level allowable time Tlmt introduced here, It is a structure which changes the output of the comparator 146 in a pulse shape, A parameter for determining whether or not to start walking from the output of the acceleration sensor 13 in the same manner as in the previous embodiment. The specific value of the low-level allowable time Tlmt, Is the center frequency corresponding to the ground vibration frequency band, And upper frequency, The lower limit frequency is determined better. Such as low allowable time, It suffices if the value is twice the reciprocal of the center frequency of the ground vibration frequency band. And other low level allowable time Tlmt, It may be the inverse of the lower limit frequency of the ground vibration frequency band.  Alas, Whether the vehicle is parked with flameout, What is necessary is just to use the same discrimination logic as the aforementioned embodiment. Because when the vehicle is parked for flameout, The output of the comparator 146 is non-vibrating and low-level and stable. With this configuration, the same effects as those of the aforementioned embodiment can be achieved. And Omitting the part of the detection section 145, The configuration of the power supply control device 1 can be simplified.    [Modification 2] In the above-mentioned embodiment and Modification 1, Although the presence or absence of ground vibration components is shown, Discrimination: Whether the vehicle started walking, And whether the vehicle is stalled, But it is not limited to this. E.g, With the presence or absence of engine vibration components, It is also possible to distinguish various states. In this case, The BPF 144 may be designed to pass the engine vibration component included in the output signal of the acceleration sensor 13.  的 The range of frequencies that engine vibration components can exist (after, Engine vibration frequency band), It can be defined by actual experiments and simulations. E.g, The distribution range corresponding to the rotation speed of the engine is preferably determined. When the main distribution range of the engine's rotational speed is assumed to be 1000 rpm to 5000 rpm, It is preferable to design the BPF144 so as to pass a component of 17 to 84 Hz.  BPF144, It may be designed to pass both the engine vibration frequency band and the ground vibration frequency band. With such a structure, Based on both the ground vibration component and the engine vibration component, Discrimination: Whether the vehicle started walking, And whether the vehicle is parked for flameout. For convenience, A component that combines engine vibration components and ground vibration components, It is called body vibration component.    [Modification 3] Walking state discrimination section F1, Are components of acceleration / deceleration operation from a vehicle using an output signal included in the acceleration sensor 13, Discrimination: Whether the vehicle started walking, And whether the vehicle is parked for extinction. In this case, as shown in Figure 8, The output signal of the acceleration sensor 13, Through a low-pass filter (after LPF: Low-Pass Filter) 147 is preferably input to the comparator 148.  Alas, The acceleration and deceleration operation of this vehicle, Although it is assumed that the description is implemented by a user who is a knight, But it is not limited to this. Vehicle acceleration and deceleration operations, It may be implemented by an electronic control device that provides an automatic driving function. which is, The knight can also be an electronic control device.  And after that, In order to determine the walking discrimination time Trn, Masking time Tmsk, Different from the various parameters described below, It is described as the first walking discrimination time Trn1, The first mask time Tmsk1.  The LPF147 introduced in this modification 3, Is to pass components with a frequency lower than a predetermined blocking frequency, on the other hand, A filter that reduces the frequency components higher than the cutoff frequency. LPF147, It is a component which makes the acceleration / deceleration operation from the user (after that, Acceleration / deceleration operation component) The signal of the distributable frequency band passes, on the other hand, It is constituted so that the engine vibration component and the ground vibration component cannot pass. LPF147 is equivalent to the acceleration / deceleration operation component extraction unit in the scope of patent application.  的 The range of frequencies in which the acceleration / deceleration operation component can be distributed in the output signal of the acceleration sensor 13 (after that, The acceleration / deceleration frequency band) may be defined by experiments or the like. also, The average user, It is assumed that rapid acceleration / deceleration operations are not performed too frequently. If the rapid acceleration and deceleration operations are removed, With the acceleration component of the accelerator and brake operation, Even higher, it is only distributed to a few Hz. therefore, Here is an example of LPF147, It is configured such that a signal up to 3 Hz is passed (in other words, a blocking frequency is set to 3 Hz).  LPF147 output signal, Is input to the comparator 148, Compared with the prescribed threshold for acceleration / deceleration discrimination Thβ. Comparator 148, The output signal of the LPF147 is a component that outputs a high-level signal when the predetermined acceleration / deceleration determination threshold value Thβ is equal to or higher than the predetermined acceleration / deceleration determination threshold Thβ. Comparator 148, In the case where the output signal of LPF147 is lower than the acceleration / deceleration discrimination threshold Thβ, Output a low-level signal. The output of the comparator 146 is high, It means that the user performs acceleration / deceleration operation. The specific value of the acceleration / deceleration discrimination threshold Thβ may be appropriately designed.  And the walking state discrimination section F1, As shown in Figure 9, When the state of the comparator 148 outputting a high-level signal is a case where the predetermined second travel determination time Trn2 is continued for more than one, It is determined that the walking of the vehicle has started, Set the travel flag from OFF to ON.  And as shown in Figure 10, When the state of the comparator 148 outputting a low-level signal is a case where the predetermined second mask time Tmsk2 is continued, The vehicle is determined to be stalled, Set the travel flag to OFF. Various elapsed times, It is better to be measured by the same method as that described in the embodiment.  With the above structure, It can also be achieved with the above embodiments, The effect is the same as various modifications. also, Engine vibration and ground vibration may occur constantly while walking, But with the acceleration and deceleration operation that started with walking, It may be impossible to observe after reaching the specified speed. therefore, The second walking determination time Trn2 is set to the same degree as the first walking determination time Trn1, Alternatively, a value equal to or less than the first walking discrimination time Trn1 is preferred. For example, the second walking discrimination time Trn2, It is preferably set to 3 seconds and 5 seconds.  For the same reason, The second mask time Tmsk2 is also preferably set to a value longer than the first mask time Tmsk1. For example, the second mask time Tmsk2 is preferably set to a value of about 5 minutes to 30 minutes. By setting the second mask time Tmsk2 to a relatively long value, Irrelevant vehicles are walking at a constant speed, It is possible to reduce the possibility that the relay switch 11 is turned OFF by mistake. also, The same is true for the first mask time Tmsk1, The longer the words, the longer, Unrelated vehicles in use, It is possible to reduce the possibility that the relay switch 11 is turned OFF by mistake.  But if you set various mask time longer, The state in which the power supply to auto parts is maintained is continued, Therefore, the residual power of the vehicle battery 2 is more likely to be exhausted. which is, If you set various mask time longer, The more it is possible to suppress the amount of power consumed by the vehicle accessory 2 by the vehicle accessory 3. also, A state in which the residual power of the vehicle battery 2 is exhausted, This corresponds to a state in which a so-called battery is exhausted.    [Modification 4] (1) The walking state discriminating unit F1 judges that it is a condition for the vehicle to start walking, It can be designed appropriately. E.g, The condition for judging the vibration of the vehicle body is sufficient. And When the travel discrimination condition set for the acceleration / deceleration operation component is sufficient, It may be determined that walking of the vehicle has started.  的 Walking discrimination conditions set for the vibration component of the car body, The high-level signal is output from the comparator 146 for the first travel determination time Trn1 or more. For the travel discrimination condition set by the acceleration / deceleration operation component, The high-level signal is output from the comparator 148 for the second travel determination time Trn2 or more. And Other aspects, The condition for judging the vibration of the vehicle body is sufficient. Or when the travel discrimination conditions set for the acceleration / deceleration operation component are sufficient, It may be determined that walking of the vehicle has started.    [Modification 5] 条件 The conditions for the running state determination unit F1 to determine when the vehicle is stopped during a stall, It can be designed appropriately. E.g, The judging conditions set for the vehicle body vibration components are sufficient. And When the conditions for determining the flameout stop set for the acceleration / deceleration operation component are sufficient, It may be determined that the vehicle is parked with flameout.  判 The flameout stop discrimination condition set for the vibration component of the car body, The low-level signal is output from the comparator 146 for the first mask time Tmsk1 or more. The flameout stop judgment condition set for the acceleration / deceleration operation component, The low-level signal is output from the comparator 148 for the second mask time Tmsk2 or more.  And other aspects, The judging conditions set for the vehicle body vibration components are sufficient. Or if the conditions for determining the flameout stop set for the acceleration / deceleration operation component are sufficient, It may be determined that the vehicle is parked with flameout.    [Modification 6] In the case where the power supply control device 1 is used on a vehicle provided with a generator, The power source control device 1 converts noise from the operation of the generator (hereinafter, Power generation noise) And the determination result of the walking state determination unit F1, It is also possible to control ON / OFF of the relay switch 11. Such a configuration is described below as a modification 6.  Power supply control device 1 in modification 6, As shown in Figure 11, A noise detection unit F3 is provided to detect noise superimposed on the battery voltage. This noise detection section F3, Voltage fluctuations associated with the drive of the generator are detected as noise. also, The noise detection unit F3 is in addition to power generation noise, With the voltage drop occurring at the start of the engine, It is also possible to configure a method for detecting noise as well as a voltage drop accompanying the start of power supply to other in-vehicle devices.  Detect the structure for power generation noise, A well-known structure can be applied. Here is an example of the noise detection unit F3, It is realized by the structure disclosed in patent document 1. Noise detection section F3, When it is detected that the battery voltage contains noise, The signal to detect the noise will be displayed (after that, The noise detection signal is output to the computing unit 14.  Alas, Noise detection section F3, The presence or absence of noise is determined by a predetermined detection cycle. The noise detection signal is output every time noise is detected. And In the case of a generator drive, constant noise is superimposed on the battery voltage. therefore, Generator-driven situations, The expected noise detection unit F3 outputs the noise detection signal to the computing unit 14 every detection cycle.  Switch control unit F2, It is based on whether the noise detection signal is input from the noise detection unit F3. To manage the occurrence of power generation noise. in particular, When the noise detection signal is input from the noise detection unit F3, Set the noise flag to ON. Noise markers, Is a mark on the process that indicates whether or not power generation noise has occurred. It is set to OFF in the initial state.  And switch control section F2, When the noise flag is ON, The state where the noise detection signal is not input is for a predetermined time (after that, When determining retention time), Set the noise flag to OFF. which is, Switch control unit F2, Is the discriminated retention time after the noise detection signal was last input, When noise detects that the signal is not input, Set the noise flag to OFF.  Noise is detected when the signal is not input. It means the possibility that the generator will be in a stopped state. which is, Noise detected a state where the signal was not input. It teaches the possibility that the vehicle using the power supply control device 1 may stop for flameout. on the other hand, Generator stopped, It doesn't have to be a stall. Because in the Cavaliers is driving with idling stop, Or if the system is equipped with a system that automatically stops the engine while the vehicle is parked, Even if the engine is stopped during idling, The generator also stopped.  保留 The discriminated retention time introduced here, Is the same as the first mask time Tmsk1, Elements for separating idle stop and stall stop, It is designed to be larger than the assumed maximum value of the idling stop time. The specific value for judging the retention time may be appropriately designed. And Judging retention time, It is set to a value (for example, a value 10 times or more) that is sufficiently larger than the detection cycle of the noise detection unit F3.  And switch control section F2, Is based on the determination result of the walking state determination section F1, The detection result of the noise detection unit F3 controls ON / OFF of the relay switch 11. which is, The ON / OFF control of the relay switch 11 is controlled according to each setting state of the walking mark and the noise mark.  For example, switch control unit F2, As shown in Figure 12, When at least one of the walking flag and the noise flag is set to ON, It is judged that the relay ON condition is sufficient, The relay switch 11 is set to an ON state. And When both the walking flag and the noise flag are set to OFF, It is sufficient to judge that the relay is OFF, The relay switch 11 is set to the OFF state.  Based on this control aspect, The relay switch 11 is easier to be set to ON than the above-mentioned embodiment and the like. E.g, Even if the motion of the vehicle cannot be detected by the acceleration sensor 13, When the occurrence of power generation noise can be detected, the relay switch 11 can be set to ON. which is, Irrelevant vehicles are used by users, It is possible to reduce the possibility that the relay switch 11 is in an OFF state.  And other aspects, As shown in Figure 13, Both the walking flag and the noise flag are only set to ON. It is judged that the relay ON condition is sufficient, The relay switch 11 may be set to the ON state. The situation, When at least one of the walking flag and the noise flag is set to OFF, It is sufficient to judge that the relay is OFF, The relay switch 11 is set to the OFF state.  According to the above control pattern, The relay switch 11 can be easily set to OFF, It is possible to reduce the possibility that the in-vehicle battery 2 is in a power exhausted state. Under any condition, Not only the discrimination result of the walking state discrimination unit F1, The presence or absence of power generation noise is also used in the relay ON condition and the relay OFF condition. Can correspond to the use status of the vehicle, Achieve more appropriate power control.    [Modification 7] In the above-mentioned embodiment and the like, Although the acceleration sensor 13 is shown as an analog acceleration sensor, But it is not limited to this. Acceleration sensor 13, It is also possible to use a digital acceleration sensor. The situation, Each component such as BPF144 is also realized using digital circuit elements. And BPF144, And detection unit 145, Comparator 146, etc. It may be realized by executing software by the CPU 141. The same applies to the LPF 147 and the comparator 148.    [Modification 8] 以上 The three detection axes included in the acceleration sensor 13 are shown above. The configuration of the signal processing path such as BPF144, But it is not limited to this. From the detected values of each axis of the acceleration sensor 13, Calculate 3-axis synthetic acceleration, Use these 3 axes to synthesize acceleration, Discrimination: Did the vehicle start, And whether the vehicle is parked for extinction. The three-axis combined acceleration here, It is the sum of the squares of the detected values in each axis direction.  构成 The structure that implements the calculation of the 3-axis combined acceleration (after that, Acceleration synthesis unit), Are placed in the acceleration sensor 13 and BPF144, The subsequent output section of the acceleration sensor 13 between the acceleration sensor 13 and the LPF 147 is preferred. With such a structure, The signals input to the walking state determination unit F1 can be aggregated into one.    [Modification 9] In Modification 6 described above, On both the relay ON condition and the relay OFF condition, Although both the determination results of the walking state determination unit F1 and the detection results of the noise detection unit F3 are displayed, But it is not limited to this.  For example, both the determination result of the walking state determination unit F1 and the detection result of the noise detection unit F3 are used in the relay OFF condition. on the other hand, Relay ON condition, A control mode that does not use the determination result of the walking state determination unit F1 may be used. The situation, The noise detection unit F3 is a case where noise is detected, That is, when the noise flag is switched from OFF to ON, If the relay ON condition is considered sufficient, the relay switch 11 is set to the ON state.  Based on this aspect, When the relay switch is OFF, Since it is only necessary to supply power to the noise detection unit F3, it is possible to suppress the dark current during the shutdown. Specifically, it is as follows.  Assuming that the acceleration sensor 13 is a digital acceleration sensor in the manner described in Modification 7, The CPU and the like also require constant power supply. Because CPU generally consumes large current, Therefore, when the acceleration sensor 13 is a digital acceleration sensor, Dark current will increase. For such concerns, This is because according to the configuration of the modification 9, Can suppress dark current during flameout stop, The possibility of the battery reaching exhaustion can be reduced even more.  Compared with a structure that is judged only by noise superimposed on the battery voltage, You can switch the relay switch 11, Turn OFF at a more appropriate time. in particular, Irrelevant vehicles are not in use (i.e. stalled and parked), The relay switch 11 can be maintained in the ON state. Or it can reduce the possibility of disconnection (OFF) during use.    [Modification 10] Switch control unit F2, Yes: Set the duration of the relay switch 11 to the ON state, When the predetermined upper limit time is reached, A configuration in which the relay switch 11 is turned off may be used. During this upper limit, Is a value determined by an assumed value corresponding to the continuous use time of the vehicle, For example, 4 hours. of course, The upper limit time may be another value (for example, 6 hours).  According to this aspect, Even if the walking state determination section F1 and the noise detection section F3 operate abnormally, When the ON state of the relay switch 11 is continuous, It may be forcibly turned OFF with the passage of time. the result, Can reduce the possibility of battery exhaustion.    [Modification 11] In the above, Although the power control device 1 is shown as being installed outside the car accessory, But it is not limited to this. Power control device 1, As shown in Figure 14, The power supply control module 1A may be built in the car accessory 3.  Power control module 1A, It is a role that controls the supply state of electric power to the other modules 31 provided in the automobile accessory 3. The specific structure and control aspect of the power control module 1A, It is possible to adopt the above-mentioned embodiment and various modifications, And those who combine. This power control module 1A, It also corresponds to the power control device in the scope of patent application. And The auto accessory 3 in which the power control module 1A is built in (in other words, the power control device 1 is applied) is a vehicle-mounted electronic device equivalent to the scope of the patent application. The module 31 is an electronic circuit corresponding to the scope of patent application.  According to this aspect of Modification 11, Can reduce the number of devices installed in the cabin, The interior space of the car can be neatly arranged. And Rear-mounted vehicle navigation device, This is mostly the case with built-in acceleration sensors. In a case where such an acceleration sensor is equipped with a power supply control module 1A as the power supply control device 1 in the auto accessory 3 provided in advance, Can use the existing acceleration sensor. therefore, The introduction cost of the power supply control module 1A can be suppressed.    [Modification 12] In the above, The output signal is a sensor functioning as an indicator of whether the vehicle is walking (after, Indicator information sensor) Although the structure using an acceleration sensor is shown, But it is not limited to this. In addition to acceleration, You can use the detected angular velocity, And angular acceleration, Azimuth, A sensor such as a vehicle position and a physical state quantity that changes as the vehicle travels is used as an index information sensor. Coming soon sensor, And geomagnetic sensors, GNSS receivers can also be used as indicator information sensors.  情况 When using a sensor other than an acceleration sensor, Also based on the actions every certain time, Discrimination: Did the vehicle start, And whether it is better to stop the fire. also, When using a sensor that outputs continuous values, such as a rotary sensor, You can use BPF144 and LPF147 to extract the vibration components and acceleration / deceleration operation components of the vehicle body. Using its extracted ingredients, Implement the above discrimination.  指标 and indicator information sensor, The switching element may be configured such that the contact state of the movable contact with the fixed contact is changed (in other words, vibration) by the vibration component of the vehicle body. The output of such a switching element, It ’s the case that the vehicle is walking, Because the terminals are repeatedly contacted and separated by the vibration component of the car body, etc., Therefore, a pulse-shaped signal is output. on the other hand, In the case where the vehicle is parked for flameout, Contact state between terminals, Because it is stable on either contact / non-contact, Therefore, a pulsed signal is not output. which is, The aforementioned switching elements can also be used as index information sensors.  Understandable, Although this disclosure is based on the examples, However, the present disclosure is not limited to this embodiment and configuration. This revelation, It also includes various modification examples and modifications within an equal range. In addition, Various combinations and forms, further, Contains only one element for those, the above, Or other combinations and forms below it, Also entered the scope and scope of this disclosure.

1‧‧‧Power control device

1A‧‧‧Power Control Module

2‧‧‧ car battery

3‧‧‧Auto Parts

11‧‧‧ Relay switch

12‧‧‧Power circuit department

13‧‧‧Acceleration sensor

14‧‧‧ Computing Department

31‧‧‧Module

145‧‧‧Detector

146‧‧‧ Comparator

148‧‧‧ Comparator

The above-mentioned object and other objects, features, and advantages of the present disclosure will be made clearer with reference to the following detailed description while referring to the attached drawings. Fig. 1 is a block diagram showing a schematic configuration of a power control device. Fig. 2 is a block diagram showing an example of a schematic configuration of a calculation unit. Figs. 3 (A) to (E) are display calculation units. Figures that detect the operation of each part when the vehicle starts to move. Figures 4 (A) to (E) are diagrams showing the operation of each part when the calculation unit detects the vehicle's stall and stop. Figure 5 shows the calculation. The flowchart of the operation of the unit is shown in Fig. 6. Fig. 6 is a diagram showing a modification of the configuration of the arithmetic unit. Figs. 7A to 7D are diagrams showing the operations of the units when the arithmetic unit detects the start of the vehicle. Fig. 8 is a diagram showing a modification of the configuration of the arithmetic unit. Figs. 9 (A) to (D) are diagrams showing the operations of the units when the arithmetic unit detects the start of the running of the vehicle. Fig. 10 Figures (A) to (D) are diagrams showing the operations of the various units when the calculation unit detects the vehicle's flameout and stop. FIG. 11 is a block diagram showing a schematic configuration of the power control device. FIG. 12 is an explanation. Diagram for control mode of switch control unit, Figure 13, illustrates another control state by the switching control unit of FIG sample, FIG. 14 is a diagram showing an application example of the power control device.

Claims (8)

A power supply control device comprising a relay switch (11) for switching a power supply state from a vehicle battery to a predetermined electronic circuit, and a sensor (13) that outputs an output signal as an indicator function of whether a vehicle is running. And a walking state determination unit (F1) for judging whether the vehicle starts to walk and whether the vehicle is stopped and stopped based on the behavior of the output signal of the sensor at a certain time, and based on the determination result of the walking state determination unit, The switch control unit (F2) for controlling the connection state of the relay switch is provided with a noise detection unit (F3) that detects noise superimposed on the output voltage of the vehicle battery. When the walking state discriminating unit is judged to be at least one of a case where walking is started and a case where the noise is detected by the noise detecting unit, the relay switch is set to ON, and The state in which the vehicle is judged to be stalled by the running state determination unit, and the state in which the noise is not detected by the noise detection unit is Continued predetermined determination time where the retention time of the relay switch is set to OFF (OFF). A power supply control device comprising a relay switch (11) for switching a power supply state from a vehicle battery to a predetermined electronic circuit, and a sensor (13) that outputs an output signal as an indicator function of whether a vehicle is running. And a walking state determination unit (F1) for judging whether the vehicle starts to walk and whether the vehicle is stopped and stopped based on the behavior of the output signal of the sensor at a certain time, and based on the determination result of the walking state determination unit, The switch control unit (F2) for controlling the connection state of the relay switch is provided with a noise detection unit (F3) that detects noise superimposed on the output voltage of the vehicle battery. The switch control unit is determined based on the running state. When it is judged that the vehicle starts to move, and when the noise is detected by the noise detection unit, the relay switch is set to ON, and the traveling state determination unit is used to cause the noise. A case where the vehicle is judged to be stalled and the noise is not detected by the noise detection unit is a continuously determined discrimination guarantee. When at least one case in the case of time, the relay switch is set to the OFF (OFF). For example, the power supply control device of the first patent application scope includes a noise detection unit (F3) that detects noise overlapping the output voltage of the vehicle battery, and the switch control unit is the noise by When the noise detection unit is detected, the relay switch is set to ON, and the vehicle is judged to be stalled and stopped by the running state determination unit, and the noise is not caused by the noise. When the state detected by the signal detection unit is a predetermined determination retention time, the relay switch is set to OFF. For example, the power supply control device according to any one of claims 1 to 3, wherein the sensor is an acceleration sensor and includes: an output signal from the acceleration sensor serving as the sensor; The vibration component extraction unit (144) that extracts vibration components generated by the vehicle walking, and the walking state determination unit is such that the size of the vibration component extracted by the vibration component extraction unit is equal to or greater than a predetermined walking determination threshold. When the state is a predetermined travel determination time, it is determined that the vehicle has started to travel. For example, the power supply control device according to item 4 of the patent application, wherein the walking state determination unit is a state in which the magnitude of the vibration component extracted by the vibration component extraction unit becomes a predetermined walking determination threshold value that is not fully satisfied. In the case of the mask time, it is determined that the vehicle is parked with flameout. For example, the power supply control device according to any one of claims 1 to 3, wherein the sensor is an acceleration sensor and includes: an output signal from the acceleration sensor serving as the sensor; The components generated by the acceleration and deceleration operation of the vehicle by the rider, that is, the acceleration / deceleration operation component extraction section (147) that extracts the acceleration and deceleration operation components, and the running state determination section are extracted by the acceleration and deceleration operation component extraction section. When the magnitude of the acceleration / deceleration operation component is equal to or higher than a predetermined acceleration / deceleration determination threshold value when the predetermined travel determination time is continued, it is determined that the vehicle starts to travel. For example, the power supply control device according to item 6 of the patent application, wherein the running state determination unit is the size of the acceleration / deceleration operation component extracted by the acceleration / deceleration operation component extraction unit, which is less than a predetermined acceleration / deceleration determination threshold. When the state is a predetermined masking time, the vehicle is determined to be stalled. A rear-mounted electronic device for a vehicle includes a power control device according to any one of claims 1 to 7 of the scope of patent application.