WO2004064475A2

WO2004064475A2 - On-board power supply network for a motor vehicle

Info

Publication number: WO2004064475A2
Application number: PCT/DE2004/000051
Authority: WO
Inventors: Volker Hoffmann
Original assignee: Intedis Gmbh & Co. Kg
Priority date: 2003-01-20
Filing date: 2004-01-16
Publication date: 2004-08-05
Also published as: DE10302311A1; WO2004064475A3

Abstract

The invention relates to an on-board supply network for a motor vehicle, wherein the consumers are combined to form individual vehicle modules, the majority of the consumers of a module being controlled and/or regulated by means of at least one bus node which is connected to a central control appliance by a bus connection. At least one consumer pertaining to the module, preferably a high-current consumer, is directly controlled and/or regulated by the central control appliance.

Description

Vehicle electrical system

The invention relates to an electrical system of a motor vehicle with the features of the preamble of claim 1.

The range of electrical functions on some assembly modules of a motor vehicle, which are often also referred to as system modules, such as. B. on the doors, has grown in recent years so that the individual cabling of consumers there, such as switches, actuators, etc., has been replaced by a bus architecture. For the doors it is known to mount a central control unit (SG) separately or on the window lift motor (FH). The window lifter control is associated with a lot of convenience due to the automatic up and down running, which also requires a pinch protection. For this purpose, the position of the window is determined by means of sensors which evaluate the speed or the current profile, e.g. B. evaluated by Hall sensors and fed to a microcomputer MC, which is included in the control unit. Recently, the so-called ripple count method has been used instead of Hall sensors, in which the current peaks generated by the commutator of the motor are evaluated. Typical functions at the The door lock, exterior mirrors, operating switches and lights that are operated by the central control unit. The number of functions to be performed is high for the driver's door and medium for the front passenger door, but low for the rear doors.

In order to further reduce the scope of the door wiring, small bus nodes are used in the exterior mirror, the door lock and the operating switches, which are connected to the central control unit, e.g. B. a separate central door control unit, communicate via a bus connection. For cost reasons, this is only worthwhile if a larger number of lines is saved through this configuration. These small bus nodes are problematic if too few lines are saved in the base vehicle and only enough lines are saved in the maximum equipped vehicle. For this reason, the window lift functions on the rear doors are often processed by a central control unit, in which a central MC takes care of the control; this MC can then be used for both rear doors. Despite the smaller range of functions, many individual lines for the window regulator, the switches and the lights lead to the central control unit, which is usually positioned under the seat or in the trunk.

At a conference on September 19 and 20, 2002 in Ludwigsburg, the application of the cost-effective 1-wire bus LIN was described, with applications for the door area also being mentioned.

In connection with the small bus nodes mentioned, a master / slave structure can also be introduced, in which these smaller bus nodes (slave) only receive signals and thereby trigger consumers, and the computing power is essentially shifted to the master.

The object of the invention is to provide inexpensive architecture for modules in motor vehicles, in particular for the door modules find which reduces the number of lines required with inexpensive bus nodes and which is preferably additionally flexible for different functionalities.

This object is solved by the features of claim 1. The subclaims and the following description of the figures show further refinements.

The drawing shows various embodiments of the invention.

Show it:

Figure 1 shows the basic idea of the invention.

2 to 4 the design of this basic idea.

Fig. 1 describes the front door 1 with an outside mirror 2, a door lock 3, operating switches 4, lights 5 and 5a, a window motor 6 with its position transmitter 6a and with a control unit 7 designed as a bus node for this door module. The number of lines actually required is indicated in each case in the vicinity of the dash on the line shown. The position transmitter 6a is connected to the door control unit 7 and receives its voltage supply from it. This control unit 7 communicates with consumers 2, 3 and 4 via bus nodes 2 3 and 4 z. B. LIN; the bus nodes are each marked with a rectangle with a cross in the drawing. The description so far corresponds to the state of the art, as was also published in the conference mentioned above. What is new is the electrical connection of the window lift motor 6 and the line 8 for the signal of the position transmitter 6a to a central vehicle electrical system control unit 9. This is preferably designed as an SP box or PSD box (power signal distribution box), as is the case here in the earlier patent applications 102 43 970.2 and 103 00 464.5. Connection 12 of the single-wire bus also leads to this device. This bus line 12 can also be connected to further bus nodes 13 his. The power supply for the door control unit 7 is not shown, but is included in the three lines to the control unit 9. The control unit 9 contains an MC 10, the interface of which is not described separately here. In addition to other computing functions of the connected peripheral modules and / or consumers (not shown), this takes over the control of the window regulator motor 6 by activating or deactivating the window regulator motor, for example by means of a relay. This structuring relieves the MC of the control device 7, which is not shown, very much and can be constructed as an inexpensive slave, the associated master being accommodated in the control device 9. The functions for the exterior mirror 2, the door lock 3, the control switch 4 and the lights 5 and 5a are simple arithmetic operations, the transmission of which, for. B. via LIN bus from the master in control unit 9 to control unit 7. Symbols PIN 14 are underlaid on the control unit 7, which can be used for variants of the door functions, as described with reference to FIG. 2.

Here is a simplified door lock 3a with four connecting lines. In comparison to the LIN node of FIG. 1, only one line would be saved, so that this does not pay off. The same applies to the outside mirror 2a and the operating switches 4a. With this reduced range of functions, a central door control unit 7a is used which does not control an additional LIN node. Here, too, the window motor 6a is controlled via the external central control unit 9a with the functions described in FIG. 1. However, the position encoder is missing in this version. Here the position is e.g. determined using the well-known ripple count method. The shunt required for this is shown in FIG. 2 and designated 15. This cost-saving method can also be used in the exemplary embodiment in FIG. 1. This structuring of mini-slave in control unit 7a and arithmetic operations and control in master 9a enables a cost-effective solution. The control unit 7a can be made small and flat and can be optimized technologically and in packaging, e.g. B. in chip-on-silicon technology, since space-consuming or area-consuming relays or large H-bridges do not have to be accommodated.

At 16 in Fig. 2, the separation point to the module (in particular assembly module), z. B. designated by a plug. This symbol applies to all separation points. These are usually attached to the door frames of the A-pillar or B-pillar.

Because of this design, there is also the possibility of using this structuring in the rear door, which also contains some functions.

In the example shown in FIG. 3, according to the state of the art, 4 + 2 + 2 + 3 +2 = 13 lines would be necessary in addition to the lines for the window motor, which lead from the consumers to the usual central control unit via separation points in the frame base unit would. The architecture and consumers can in particular correspond to the embodiment shown in FIG. 2.

In this example for the rear door only 3 + 2 = 5 lines are necessary according to the invention, that is to say a saving of eight lines. This means that by using the central door control device 7a, taking into account the variant costs for different door functions, there are cost advantages. The use of the SP-Box or PSD-Box mentioned above has an additional cost advantage compared to a special central control unit for the rear door functions, since the SP-Box or PSD-Box also uses the packaging, interface and computer can, which is available for other functions anyway.

Taking into account a master-slave structure in the SP boxes, a master could sit in front on the left and right, which is the controls respective window motors on one side of the vehicle. This would allow the rear SP boxes to be designed as slaves.

Fig. 4 shows a simplified wiring for a door bus node. Here z. B. a + control line 19a for the bus node 7b from one of the control lines 19b from the relay 1 1 a to the window motor 6b branched off inside the door. This has the advantage that cables in the frame floor system are saved. This is bought by the fact that during the control of a direction of movement of the window regulator motor, for. B. during the run-down, no function of the slave bus node 7b is possible; if necessary, energy could be stored in a capacitor in order to guarantee the function continuously.

It is advantageous to mount the door bus node 7b on the window lift motor, which is indicated by the box 17, or to integrate both into one another. An additional supply line for the bus node 7b can thus be saved when two diodes 20 are used. As connection technology to the door separation point 16a, the lines 19 can be configured in flat conductors or foil technology. This also applies to the connection of the remaining consumers in accordance with FIG. 3.

If the window motor is designed with a Hall position sensor, this chip can be expanded as MC-ASIC for the bus node, including the integration of the diodes. The signal line of the Hall sensor is fed to the central control unit as in FIG. 1.

SP boxes were mentioned above. In addition to the central electronics, switching devices for the fuse and distributor function are integrated in these, which preferably protect all low and high current paths to the adjacent consumers in the SP box. The outputs of the connecting cables are preferably protected by switches (mosfets and / or relays) and / or reversible fuses (polyswitches).

Claims

claims

1. Vehicle electrical system of a motor vehicle, in which the consumers (2 to 6) are combined to form individual vehicle modules, in particular vehicle assembly modules or system modules, the majority of the

Consumer (2 to 5) of a module is controlled and / or regulated via at least one bus node (7) connected to a central control device (9) via a bus connection (12), characterized in that at least one consumer belonging to the module, preferably a high-current consumer (6) is directly controlled and / or regulated by the central control device (9).

2. Vehicle electrical system according to claim 1, characterized in that the bus node (7) is the bus node of a vehicle door (1) and that consumers (2a, 3a ₅ 4a _; 5a) in the door area are controlled directly via it.

3. Vehicle electrical system according to claim 1 or 2, characterized in that further satellite bus nodes (2 3 4 ') are connected to the bus node (7), which in turn control and / or regulate consumers (2, 3, 4).

4. Vehicle electrical system according to one of claims 1 to 3, characterized in that the central control unit (9) is equipped with a microcomputer (10), through which the master functions of at least one module are carried out and that in the bus node (7) and if necessary, the satellite bus nodes (2 3 4 ^Λ ) only slave functions.

5. electrical system according to one of claims 1 to 4, characterized in that the bus node (7) with an emergency program for independent

Implementation of controls / regulations in the event of failure of the central control unit (9).

6. electrical system according to one of claims 1 to 5, characterized in that when assigning a sensor (6a) to the high-current consumer

(6), this sensor (6a) communicates with the central control device (9), but is preferably supplied with voltage by the bus node (7).

7. Vehicle electrical system according to one of claims 1 to 6, characterized in that the equipment of the bus node (7) is different for different functions.

8. electrical system according to one of claims 1 to 7, characterized in that the bus node (7) to the high-current consumer (6) is attached or integrated with it.

9. Vehicle electrical system according to one of claims 1 to 8, characterized in that at least one power supply line (19b) to the high-current consumer (6b) via a line (19a) is used to power the bus node.

10. The vehicle electrical system according to claim 9, in which the high-current consumer (6b) is operated switchably with different polarity of the voltage supply, characterized in that the bus node (7b) is connected to the two leads (19b) of the high-current consumer via a blocking element combination (20), which automatically apply the correct pole to the bus node (7b).

1 1. Vehicle electrical system according to one of Claims 1 to 10, characterized in that when it is applied to the doors of a vehicle, central main control units with a master function are provided for the two sides of the vehicle, that these central main control units operate the door modules of the front doors and that the rear door modules depend on the main control units Control units with slave functions are assigned.

12. Vehicle electrical system according to one of claims 1 to 1 1, characterized in that the central control units are SP boxes or PSD boxes.

13. Vehicle electrical system according to one of claims 1 to 12, characterized in that the bus nodes (7, 2 3 \ 4 ^λ ) are designed in cost-optimized technology.

4. Vehicle electrical system according to one of claims 8 to 13, characterized in that when the high-current consumer is designed as a motor (6) and an associated position transmitter as a Hall transmitter (6a), this is integrated in the MC-ASIC of the bus node (7).