WO2018070124A1

WO2018070124A1 - Power supply control device, and retrofitted electronic equipment for vehicle

Info

Publication number: WO2018070124A1
Application number: PCT/JP2017/030935
Authority: WO
Inventors: 後藤　敏之
Original assignee: 株式会社デンソー
Priority date: 2016-10-10
Filing date: 2017-08-29
Publication date: 2018-04-19
Also published as: TW201819219A; TWI675764B; SG11201901546PA; JP2018062185A; JP6540648B2

Abstract

Provided is a power supply control device comprising: a relay switch (11) for switching the supply state of power from an in-vehicle battery to a prescribed electronic circuit; a sensor (13) for outputting an output signal that functions as an indicator of whether a vehicle is traveling; a travel state determination unit (F1) for determining whether the vehicle has started traveling and whether the vehicle is parked on the basis of the behavior of the sensor output signal per constant time interval; and a switch control unit (F2) for controlling the connection state of the relay switch on the basis of a determination result of the travel state determination unit.

Description

Power supply control device, vehicle retrofit electronic equipment

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2016-199611 filed on Oct. 10, 2016, the contents of which are incorporated herein by reference.

The present disclosure relates to a power supply control device that controls power supply from a vehicle-mounted battery to a predetermined electronic circuit, and a vehicle retrofit electronic device in which the power supply control device is incorporated.

Car accessories may be added to the vehicle after shipment from the factory by the user or dealer. In order to prevent the battery from being exhausted by such a car accessory, it is preferable to cut off the power supply from the in-vehicle battery to the car accessory when the vehicle is parked (in other words, the vehicle is not used). .

Therefore, as a device for controlling power supply from a vehicle-mounted battery to a predetermined electronic circuit such as a car accessory (hereinafter referred to as a power supply control device), there are many configurations that require wiring connection to an IG line or an ACC line. Patent Document 1 also supplies power to a car accessory and triggers communication with a vehicle-side computer, triggered by the occurrence of noise accompanying the start of an engine or the start of power supply to other in-vehicle devices. A power supply control device is disclosed that does not cut off energization during implementation.

JP 2012-148717 A

According to the configuration disclosed in Patent Document 1, it is possible to identify whether or not the vehicle is in use (that is, the use state) without wiring connection to the IG line or the ACC line. However, in the configuration of Patent Document 1, it is necessary to connect the power supply control device to the in-vehicle network in order to allow the power supply control device to communicate with the vehicle computer.

On the other hand, it is difficult to determine whether the vehicle is in use or not using only the presence or absence of noise generated in the battery voltage. This is because no alternator noise is generated in an electric vehicle having no alternator or a hybrid vehicle in which driving means is switched between an engine and an electric motor. This is also because there are vehicles with small alter ripples, even engine vehicles.

This disclosure is intended to provide a power supply control device and a vehicular retrofit electronic device that enable appropriate power supply control according to the use state of a vehicle without requiring connection to an in-vehicle network.

According to the first aspect of the present disclosure, the power supply control device functions as a relay switch for switching a power supply state from the in-vehicle battery to a predetermined electronic circuit, and an index as to whether or not the vehicle is running. A sensor that outputs an output signal, a traveling state determination unit that determines whether the vehicle has started traveling and whether the vehicle has been parked based on the behavior of the output signal of the sensor per certain time; A switch control unit that controls a connection state of the relay switch based on a determination result of the traveling state determination unit.

According to the first aspect of the present disclosure, the traveling state determination unit determines whether the vehicle has started traveling and whether the vehicle has been parked based on the output signal of the sensor. Here, determining whether or not the vehicle has started running and whether or not the vehicle has been parked are based on whether or not the vehicle is being used by the user (that is, whether the vehicle is in use). This corresponds to determination. That is, the above running state determination unit corresponds to a configuration for determining the use state of the vehicle based on the output signal of the sensor built in the power supply control device.

Further, the switch control unit controls the connection state of the relay switch based on the determination result of the traveling state determination unit. The relay switch is a component that switches a power supply state from a vehicle-mounted battery to a predetermined electronic circuit. Therefore, controlling the connection state of the relay switch by the switch control unit corresponds to controlling the power supply state from a vehicle-mounted battery to a predetermined electronic circuit (for example, a car accessory). That is, according to the above configuration, power control according to the usage state of the vehicle can be realized.

Furthermore, 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 the power supply control device to the in-vehicle network in order to communicate with the vehicle computer. That is, appropriate power control according to the use state of the vehicle is possible without requiring connection to the in-vehicle network.

According to the second aspect of the present disclosure, the power supply control device according to the first aspect of the present disclosure is incorporated in the vehicular retrofit electronic device. The vehicular retrofit electronic device according to the second aspect of the present disclosure also has the same effects as the first aspect of the present disclosure.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the drawing
It is a block diagram which shows the schematic structure of a power supply control apparatus. It is a block diagram which shows an example of a schematic structure of a calculating part. (A) to (E) are diagrams showing the operation of each unit when the calculation unit detects the start of traveling of the vehicle. (A) to (E) are diagrams showing the operation of each unit when the calculation unit detects parking of the vehicle. It is a flowchart for demonstrating the action | operation of a calculating part. It is a figure which shows the modification of a structure of a calculating part. (A) to (D) are diagrams showing the operation of each unit when the calculation unit detects the start of traveling of the vehicle. It is a figure which shows the modification of a structure of a calculating part. (A) to (D) are diagrams showing the operation of each unit when the calculation unit detects the start of traveling of the vehicle. (A) to (D) are diagrams showing the operation of each unit when the calculation unit detects parking of the vehicle. It is a block diagram which shows the schematic structure of a power supply control apparatus. It is a figure for demonstrating the control aspect of a switch control part. It is a figure for demonstrating the other control aspect of a switch control part. It is a figure which shows the example of application of a power supply control apparatus.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of a schematic configuration of a power supply control device 1 according to the present disclosure. The power supply control device 1 is a device that controls the supply state of power from the in-vehicle battery 2 to the car accessory 3. Here, the car accessory 3 refers to an electronic device added to the inside of the vehicle after shipment from the factory.

This power supply control device 1 is provided between an in-vehicle battery 2 and a car accessory 3 as shown in FIG. Specifically, the power supply control device 1 includes a positive input terminal, a negative input terminal, a positive output terminal, and a negative output terminal as power input / output terminals. The positive input terminal is electrically connected to the positive terminal of the in-vehicle battery 2. It is connected to the. The negative input terminal is electrically connected to the negative terminal of the in-vehicle battery 2. The plus output terminal is electrically connected to the plus side terminal of the car accessory 3. The negative output terminal is electrically connected to the negative terminal of the car accessory 3.

In the power supply control device 1, the plus input terminal and the plus output terminal are connected via a relay switch 11. Further, the negative input terminal and the negative output terminal are electrically connected inside the power supply control device 1.

The relay switch 11 is a switch for switching a connection state (that is, ON / OFF) based on a control signal input from the calculation unit 14 described later. When the connection state of the relay switch 11 is set to ON, the output voltage of the vehicle-mounted battery 2 is applied to the plus output terminal, and the power of the vehicle-mounted battery 2 is supplied to the car accessory 3. Further, when the connection state of the relay switch 11 is set to OFF, the power supply from the in-vehicle battery 2 to the car accessory 3 is cut off. The car accessory 3 corresponds to the electronic circuit described in the claims.

The power supply control device 1 includes a power supply circuit unit 12, an acceleration sensor 13, and a calculation unit 14 in addition to the relay switch 11, as shown in FIG. The power supply circuit unit 12 is a circuit module that converts the output voltage (hereinafter referred to as battery voltage) of the in-vehicle battery 2 into a predetermined operating voltage suitable for the operation of the power supply control device 1. That is, the power supply circuit unit 12 plays a role as an internal power supply that supplies power from the in-vehicle battery 2 to other elements (for example, the calculation unit 14) included in the power supply control device 1.

The acceleration sensor 13 is a known sensor that detects acceleration acting on the power supply control device 1. As the acceleration sensor 13, for example, a three-axis acceleration sensor that detects acceleration in each of three axial directions orthogonal to each other can be employed. In the present embodiment, as an example, the acceleration sensor 13 is an analog three-axis acceleration sensor. The acceleration sensor 13 includes three output terminals corresponding to the three detection axes, and a voltage signal indicating acceleration acting in the axial direction corresponding to the output terminal is calculated from each of the three output terminals. Input to the unit 14.

In addition, since the power supply control device 1 is used in a vehicle, acceleration corresponding to the behavior of the vehicle acts on the power supply control device 1. Specifically, when the vehicle is traveling, vertical acceleration due to road surface unevenness and horizontal acceleration according to acceleration / deceleration operations act on the power supply control device 1. Further, when the vehicle is turning, centrifugal force acts on the power supply control device 1. When the vehicle is a vehicle including an engine as a drive source, acceleration derived from engine vibrations acts.

When the vehicle is traveling on the road in this way, the acceleration sensor 13 detects components other than gravity. That 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 corresponds to the sensor described in the claims.

For convenience, the acceleration acting on the vehicle body due to road surface unevenness will be referred to as a ground vibration component. The acceleration acting on the vehicle body by driving the engine is referred to as an engine vibration component. The ground vibration component becomes relatively large when the vehicle is traveling on a road with many irregularities or on a bridge.

The calculation unit 14 determines whether or not the vehicle has started running based on the output signal of the acceleration sensor 13 and whether or not the vehicle is parked, and switches the relay switch 11 on and off according to the determination result. It is a component. The calculation unit 14 is realized using a CPU 141, a ROM 142, a RAM 143, an input / output circuit (not shown), and the like.

The ROM 142 is a non-volatile storage medium, and the RAM 143 is a volatile storage medium. The ROM 142 stores a program (hereinafter referred to as a power control program) for causing a normal computer to function as the calculation unit 14 in the present embodiment. The computing unit 14 causes various functions to be described later to be expressed by the CPU 141 executing the power supply control program.

Note that the power supply control program only needs to be stored in a non-transitory tangible storage medium. Executing the power control program by the CPU 141 corresponds to executing a method corresponding to the power control program.

<About the function of the calculation unit 14>
Next, the function of the calculating part 14 is demonstrated using FIG. Here, as an example, the calculation unit 14 determines whether or not the vehicle has started traveling and whether or not the vehicle has been parked according to the presence or absence of a ground vibration component, and the connection of the relay switch 11 is determined based on the determination result. A mode for controlling the state will be described.

The calculation unit 14 includes a band-pass filter (hereinafter referred to as BPF: Band-Pass Filter) 144, a detection unit 145, a comparator 146, a travel state determination unit F1, and a switch control unit F2 as functional blocks for realizing the above control. Prepare.

Here, only one band-pass filter (hereinafter referred to as BPF: Band-Pass Filter) 144, detector 145, and comparator 146 are shown, but these members are provided for each output terminal of the acceleration sensor 13. Is provided. Hereinafter, for convenience, each member will be described with respect to a signal output from a certain output terminal among the three output terminals included in the acceleration sensor 13.

The BPF 144 is a filter circuit designed to pass the ground vibration component included in the output signal of the acceleration sensor 13. The specific range (hereinafter referred to as the ground vibration frequency band) of the frequency where the ground vibration component can exist may be specified by the test. The BPF 144 allows signals belonging to the ground vibration frequency band to pass, while attenuating components other than the ground vibration frequency band. The output signal of the BPF 144 is input to the detection unit 145. The BPF 144 corresponds to the vibration component extraction unit described in the claims.

3 (A) and 3 (B) are graphs conceptually showing the operation of the BPF 144 with respect to the output signal of the acceleration sensor 13. 3A shows the output signal of the acceleration sensor 13, and FIG. 3B shows the output signal of the BPF 144. When the output signal of the acceleration sensor 13 is input to the BPF 144, only the ground vibration component is transmitted to the detection unit 145 which is a subsequent element. In each graph, the horizontal axis represents time.

The detection unit 145 is an analog circuit (a so-called envelope detection circuit) that extracts an envelope component of the output signal of the BPF 144. The output signal of the detection unit 145 is input to the comparator 146. FIG. 3C shows the transition of the output signal of the detector 145 with respect to the output signal of the BPF 144 shown in FIG.

As shown in FIG. 3D, the comparator 146 is a component (for example, a circuit) that outputs a high-level signal when the output signal of the detection unit 145 is equal to or greater than a predetermined travel determination threshold Thα. . The comparator 146 outputs a low-level signal when the output signal of the detector 145 is below the travel determination threshold Thα. The fact that the comparator 146 has output a high level signal means that the amplitude of the ground vibration component is equal to or greater than the travel determination threshold Thα. The travel determination threshold Thα introduced here is a threshold for determining that there is a possibility that the vehicle is traveling. A specific value of the travel determination threshold value Thα may be designed as appropriate.

The traveling state determination unit F1 is a functional block that determines whether or not the vehicle has started traveling and whether or not the vehicle is parked based on a signal input from the comparator 146. The traveling state determination unit F1 is realized by the CPU 141 executing the above-described power supply control program.

In addition, as another aspect, the traveling state determination unit F1 may be realized as hardware using one or a plurality of ICs. Further, it may be realized by a combination of execution of software and hardware. The BPF 144, the detection unit 145, and the comparator 146 described above may also be realized by an analog circuit, or may be realized digitally by software processing in a CPU, for example.

As illustrated in (D) and (E) of FIG. 3, the traveling state determination unit F1 determines that the vehicle state when the state in which the output level of the comparator 146 is high continues for a predetermined traveling determination time Trn or longer. It is determined that traveling has started.

The traveling state determination unit F1 includes a traveling determination timer as a sub function for performing the above determination. The travel determination timer is a timer that measures an elapsed time after the output signal of the comparator 146 transitions from a low level to a high level. The travel determination timer starts counting when a high level signal is input from the comparator 146, and is expired when the count value becomes a value corresponding to the travel determination time Trn. However, the count value is reset when the output of the comparator 146 becomes low level before the timer expires. That is, the travel determination timer expires when the state in which the comparator 146 outputs a high level signal continues for the travel determination time Trn or longer.

When the traveling determination timer expires, the traveling state determination unit F1 determines that traveling of the vehicle has started and sets the traveling flag to ON. The travel flag is a processing flag, and is set to be off in a state in which an initialization process described later is executed (hereinafter referred to as an initial state). The travel flag setting state (that is, on / off) is used to determine whether or not to turn on the relay switch 11.

Further, as shown in FIG. 4, the traveling state determination unit F1 determines that the vehicle is parked when the output of the comparator 146 is at a low level for a predetermined mask time Tmsk. This is because a ground vibration component should be observed when the vehicle is running. In other words, the fact that the output of the comparator 146 is at a low level indirectly means that there is a possibility that the vehicle is stopped.

The mask time Tmsk introduced here is an element for separating the state where the vehicle is stopped and the state where the vehicle is parked. The mask time Tmsk is designed to be larger than the maximum value of the time assumed as the vehicle stop time, for example, the assumed value of the display switching time of the traffic light or the maximum value of the maximum stop time due to traffic jam. A specific value of the mask time Tmsk may be designed as appropriate. Here, it is assumed that 10 minutes is set as an example.

Whether or not the state in which the output of the comparator 146 is at a low level has continued for a predetermined mask time Tmsk is determined by a timer for measuring the elapsed time since the output of the comparator 146 has become a low level (hereinafter, a parking determination timer) ) May be used.

The parking determination timer starts counting when a low level signal is input from the comparator 146 in a state where the traveling flag is set to ON, and the count value becomes a value corresponding to the mask time Tmsk. Will expire. However, when the output of the comparator 146 becomes high level before the timer expires, the count value is reset, and the operation is stopped until the output of the comparator 146 becomes low level. When the parking determination timer expires, the traveling state determination unit F1 determines that the vehicle is parked and sets the traveling flag to OFF.

By the way, in this embodiment, as an example, three signal processing paths from the BPF 144 to the comparator 146 are provided in accordance with the number of output terminals of the acceleration sensor 13 (in other words, the number of detection axes). That is, a signal is input from each of the three comparators 146 to the traveling state determination unit F1.

When the three signal processing paths from the BPF 144 to the comparator 146 are provided as in the present embodiment, the traveling state determination unit F1 executes the determination process described above for each of the three inputs. If any of the three inputs satisfies the condition for setting the travel flag to ON, the travel flag is turned ON. Moreover, what is necessary is just to turn off a travel flag, when all the three inputs satisfy the conditions which turn off a travel flag.

The switch control unit F2 is a functional block that controls ON / OFF of the relay switch 11 based on the determination result of the traveling state determination unit F1. The switch control unit F2 is realized by the CPU 141 executing the above-described power supply control program. As another aspect, the switch control unit F2 may be realized using one or a plurality of ICs and the like, similarly to the traveling state determination unit F1.

The switch control unit F2 determines whether the relay ON condition is satisfied based on the determination result of the traveling state determination unit F1. The relay ON condition is a condition for switching the connection state of the relay switch 11 from OFF to ON. Here, as an example, it is determined that the relay ON condition is satisfied when the traveling state determination unit F1 determines that the vehicle has started traveling, that is, when the traveling flag is set to ON.

When it is determined that the relay ON condition is satisfied, the switch control unit F2 outputs a control signal (hereinafter, an ON signal) for switching the connection state from OFF to ON to the relay switch 11. The relay switch 11 is switched to an ON state when an ON signal is input.

Further, the switch control unit F2 determines whether or not the relay OFF condition is satisfied based on the determination result of the traveling state determination unit F1. The relay OFF condition is a condition for switching the connection state of the relay switch 11 from ON to OFF. Here, as an example, when it is determined that the vehicle is parked by the traveling state determination unit F1, that is, when the traveling flag is set to OFF, it is determined that the relay OFF condition is satisfied.

When it is determined that the relay OFF condition is satisfied, the switch control unit F2 outputs a control signal (hereinafter referred to as an OFF signal) for switching the connection state from ON to OFF to the relay switch 11. The relay switch 11 is switched to an OFF state when an OFF signal is input.

FIG. 5 is a flowchart schematically showing an operation mode of the power supply control device 1. The flowchart shown in FIG. 5 may be started when the power supply control device 1 is connected to the in-vehicle battery 2 and power is supplied to the calculation unit 14.

First, in step S1, an operating system (not shown) of the power supply control device 1 (hereinafter referred to as OS: Operating System) executes an initialization process and proceeds to step S2. In the initialization process, the RAM 143 is checked, the program stored in the ROM 142 is read, the initial setting values of various calculation parameters are read, and the like. When the initialization process is completed, the process proceeds to step S2.

In step S2, the switch control unit F2 determines whether or not the relay ON condition is satisfied based on the determination result of the traveling state determination unit F1. If it is determined that the relay ON condition is satisfied, an affirmative determination is made in step S2 and the process proceeds to step S3. In step S3, the switch controller F2 outputs an ON signal to the relay switch 11 and proceeds to step S4. By executing step S3, the relay switch 11 is turned on, and the power of the in-vehicle battery 2 is supplied to the car accessory 3.

On the other hand, if the relay ON condition is not satisfied, a negative determination is made in step S2 and the process returns to step S2. That is, it becomes a state waiting for the relay ON condition to be satisfied. Note that this flow ends when the power supply to the power supply control device 1 is interrupted during the repeated execution of step S2.

In step S4, the switch control unit F2 determines whether or not the relay OFF condition is satisfied based on the determination result of the traveling state determination unit F1. If it is determined that the relay OFF condition is satisfied, the determination in step S4 is affirmative and the process proceeds to step S5. In step S5, an OFF signal is output to the relay switch 11, and the process proceeds to step S6. By executing step S5, the relay switch 11 is turned off, and the power supply to the car accessory 3 is cut off.

On the other hand, if the relay OFF condition is not satisfied, a negative determination is made in step S4 and the process returns to step S4. That is, it will be in the state which waited for the relay OFF conditions to be satisfied. If the power supply to the power supply control device 1 is interrupted during the repeated execution of step S4, this flow ends.

In step S6, the OS determines whether or not the power is shut off. Whether or not the power is shut off may be determined based on the voltage level input to the power supply circuit unit 12. For example, when the voltage level input to the power supply circuit unit 12 is equal to or lower than a predetermined threshold, it is determined that the power supply is shut off. In addition, the case where a power supply is interrupted | blocked is the case where the power supply control apparatus 1 is removed from the vehicle-mounted battery 2, for example. If the power is not shut off, the process returns to step S1. On the other hand, when the power is cut off, this flow is terminated.

In the above configuration, it is determined whether the vehicle has started running and whether the vehicle has been parked based on the output signal of the acceleration sensor 13 incorporated in the power supply control device 1. Then, the relay switch 11 is turned on until it is determined that the vehicle is parked after it is determined that the vehicle has started running. If it is determined that the vehicle is parked, the relay switch 11 is turned off.

Further, determining whether or not the vehicle has started running and whether or not the vehicle has been parked determine whether or not the vehicle is being used by the user (that is, the usage state of the vehicle). It corresponds to doing. That is, according to the above configuration, the use state of the vehicle can be determined based on the output signal of the acceleration sensor 13 built in the power supply control device 1, and the car accessory 3 corresponding to the use state of the vehicle can be determined. Power control can be realized.

In the above configuration, the IG line and ACC line signals are not used to determine the usage state of the vehicle. Therefore, the power supply control device 1 need only be connected to the battery line (so-called B line), and does not need to be connected to the IG line or ACC line of the vehicle.

Furthermore, in the above configuration, the presence or absence of noise generated in the battery voltage is not used in determining the usage state of the vehicle. Therefore, according to the above configuration, it is possible to realize power supply control in accordance with the use state of the vehicle even in a vehicle in which alternator noise is not superimposed on the battery voltage, such as an electric vehicle or a hybrid vehicle, or in an engine vehicle having a small alternator ripple. Can do.

Furthermore, in the above configuration, the communication status with the vehicle-side computer is not used in determining the usage state of the vehicle. That is, it is not necessary to connect the power supply control device 1 to the vehicle-mounted network in order to communicate with the vehicle-side computer. That is, appropriate power control according to the use state of the vehicle is possible without requiring connection to the in-vehicle network.

The embodiments of the present disclosure have been described above. However, the present disclosure is not limited to the above-described embodiments, and various modifications described below are also included in the technical scope of the present disclosure. However, various modifications can be made without departing from the scope of the invention. For example, a plurality of modified examples can be combined.

In addition, about the member which has the same function as the member described in the above-mentioned embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted. In addition, when only a part of the configuration is mentioned, the configuration of the above-described embodiment can be applied to the other portions.

[Modification 1]
In the above-described embodiment, the aspect in which the detection unit 145 that performs envelope detection is provided between the BPF 144 and the comparator 146 is disclosed, but the present invention is not limited thereto. For example, as illustrated in FIG. 6, a configuration that does not include the detection unit 145 may be employed.

However, in that case, the output level of the comparator 146 may fluctuate in a pulse shape according to the output of the BPF 144 as shown in FIG. Therefore, the traveling state determination unit F1 includes a traveling determination timer and a reset timer as sub-functions for determining whether the vehicle has started traveling.

The traveling determination timer is a timer that measures an elapsed time after the comparator 146 starts outputting a high level signal, as in the above-described embodiment. However, the traveling determination timer is not reset immediately even when the output of the comparator 146 becomes low level. The travel determination timer is reset when the reset timer has expired.

The reset timer is a timer that measures a time Tlw during which the output of the comparator 146 is at a low level while the running determination timer is activated. The reset timer starts counting when the output of the comparator 146 becomes a low level in a state where the running determination timer is activated. Then, when the count value indicating the time Tlw during which the low level continues is a value corresponding to a predetermined low level allowable time Tlmt, the expiration state is reached. That is, the travel determination timer in the first modification is reset when the state in which the output of the comparator 146 is at the low level continues for a predetermined low level allowable time.

The low level allowable time Tlmt introduced here is used to determine whether or not traveling is started from the output of the acceleration sensor 13 in the configuration in which the output of the comparator 146 fluctuates in a pulse shape, as in the above-described embodiment. It is a parameter. The specific value of the low level allowable time Tlmt may be determined according to the center frequency of the ground vibration frequency band, the upper limit frequency, the lower limit frequency, or the like. For example, the low level allowable time may be a value obtained by doubling the reciprocal of the center frequency of the ground vibration frequency band. As another aspect, the low level allowable time Tlmt may be the reciprocal of the lower limit frequency of the ground vibration frequency band.

Note that whether or not the vehicle is parked may be determined using the same determination logic as that of the above-described embodiment. This is because, when the vehicle is parked, the output of the comparator 146 should be stable at a low level without vibrating. Even with such a configuration, the same effects as those of the above-described embodiment can be obtained. Further, the configuration of the power supply control device 1 can be simplified by omitting the detection unit 145.

[Modification 2]
In the above-described embodiment and the first modification, the aspect of determining whether the vehicle has started traveling and whether the vehicle has been parked based on the presence or absence of the ground vibration component has been disclosed, but the present invention is not limited thereto. For example, various states may be determined based on the presence or absence of engine vibration components. In that case, the BPF 144 may be designed to pass the engine vibration component included in the output signal of the acceleration sensor 13.

The frequency range in which engine vibration components can exist (hereinafter referred to as engine vibration frequency band) may be specified by actual tests or simulations. For example, it may be determined according to the distribution range of the rotational speed of the engine. If it is assumed that the main distribution range of the engine rotational speed is from 1000 rpm to 5000 rpm, the BPF 144 may be designed to pass a component of 17 to 84 Hz.

The BPF 144 may be designed to pass both the engine vibration frequency band and the ground vibration frequency band. According to such a configuration, it is possible to determine whether the vehicle has started running and whether the vehicle has been parked based on both the ground vibration component and the engine vibration component. For convenience, a component that combines the engine vibration component and the ground vibration component is referred to as a vehicle body vibration component.

[Modification 3]
The traveling state determination unit F1 uses the component derived from the acceleration / deceleration operation of the vehicle included in the output signal of the acceleration sensor 13 to determine whether the vehicle has started traveling and whether the vehicle has been parked. You may judge. In that case, as shown in FIG. 8, the output signal of the acceleration sensor 13 may be input to the comparator 148 via a low-pass filter (hereinafter, LPF: Low-Pass Filter) 147.

In addition, although the acceleration / deceleration operation of a vehicle is demonstrated supposing the aspect implemented by the user as a driver here, it is not restricted to this. The acceleration / deceleration operation of the vehicle may be performed by an electronic control device that provides an automatic driving function. That is, the driver may be an electronic control device.

In the following, the travel determination time Trn and the mask time Tmsk described above are referred to as a first travel determination time Trn1 and a first mask time Tmsk1 in order to distinguish them from various parameters described later.

The LPF 147 introduced in the third modification is a filter that allows a component having a frequency lower than a predetermined cutoff frequency to pass therethrough while decreasing a component having a frequency higher than the cutoff frequency. The LPF 147 is configured to pass a signal in a frequency band in which a component (hereinafter referred to as an acceleration / deceleration operation component) derived from the user's acceleration / deceleration operation can be distributed, but not an engine vibration component or a ground vibration component. The LPF 147 corresponds to the acceleration / deceleration operation component extraction unit described in the claims.

The frequency range (hereinafter referred to as the acceleration / deceleration frequency band) in which the acceleration / deceleration operation component can be distributed in the output signal of the acceleration sensor 13 may be specified by a test or the like. In addition, it is assumed that a general user does not perform sudden acceleration / deceleration operation very frequently. Except for a sudden acceleration / deceleration operation, acceleration components generated by the accelerator operation and the brake operation are distributed up to several Hz at most. Therefore, here, as an example, the LPF 147 is configured to pass a signal up to 3 Hz (in other words, the cutoff frequency is 3 Hz).

The output signal of the LPF 147 is input to the comparator 148 and compared with a predetermined acceleration / deceleration determination threshold Thβ. The comparator 148 is a component that outputs a high-level signal when the output signal of the LPF 147 is equal to or greater than a predetermined acceleration / deceleration determination threshold Thβ. The comparator 148 outputs a low level signal when the output signal of the LPF 147 is below the acceleration / deceleration determination threshold Thβ. That the output of the comparator 146 is at a high level means that the user is performing an acceleration / deceleration operation. A specific value of the acceleration / deceleration determination threshold Thβ may be appropriately designed.

Then, as shown in FIG. 9, the traveling state determination unit F1 determines that the vehicle has started traveling when the state in which the comparator 148 outputs a high level signal continues for a predetermined second traveling determination time Trn2. Determine and set the running flag from off to on.

Further, as shown in FIG. 10, when the state in which the comparator 148 outputs a low level signal continues for a predetermined second mask time Tmsk2 or more, it is determined that the vehicle is parked and the travel flag is set to OFF. . Various elapsed times may be measured by a method similar to the method described in the embodiment.

Even with the above configuration, the same effects as those of the above-described embodiment and various modifications can be obtained. Although engine vibration and ground vibration can occur constantly during traveling, the acceleration / deceleration operation associated with the start of traveling may not be observed after reaching a predetermined speed. Therefore, it is preferable that the second travel determination time Trn2 is set to a value that is approximately the same as the first travel determination time Trn1 or less than the first travel determination time Trn1. For example, the second travel determination time Trn2 is preferably set to 3 seconds or 5 seconds.

For the same reason, it is preferable that the second mask time Tmsk2 is also 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, it is possible to reduce a possibility that the relay switch 11 is erroneously turned off even when the vehicle is traveling at a constant speed. Similarly, the longer the first mask time Tmsk1, the lower the possibility that the relay switch 11 is erroneously turned off even though the vehicle is in use.

However, the longer the various mask times are set, the longer the state in which the power supply to the car accessory is maintained, so that the remaining power of the in-vehicle battery 2 tends to disappear. That is, the longer the various mask times are set, the more the amount of power consumed by the car accessory 3 can be reduced. In addition, the state in which the remaining power of the in-vehicle battery 2 is eliminated corresponds to a state in which the battery is exhausted.

[Modification 4]
The conditions for determining that the traveling state determination unit F1 has started traveling of the vehicle may be designed as appropriate. For example, it is determined that the vehicle has started to travel when the travel determination condition set for the vehicle body vibration component is satisfied and the travel determination condition set for the acceleration / deceleration operation component is satisfied. May be.

The traveling determination condition set for the vehicle body vibration component is that a high level signal is continuously output from the comparator 146 for the first traveling determination time Trn1 or more. The traveling determination condition set for the acceleration / deceleration operation component is that the high level signal is continuously output from the comparator 148 for the second traveling determination time Trn2.

Further, as another aspect, when the travel determination condition set for the vehicle body vibration component is satisfied or the travel determination condition set for the acceleration / deceleration operation component is satisfied, the vehicle It may be determined that the running has started.

[Modification 5]
The conditions that the traveling state determination unit F1 determines that the vehicle is parked may be appropriately designed. For example, when the parking determination condition set for the vehicle body vibration component is satisfied and the parking determination condition set for the acceleration / deceleration operation component is satisfied, it is determined that the vehicle is parked. Also good.

The parking determination condition set for the vehicle body vibration component is that the low level signal is continuously output from the comparator 146 for the first mask time Tmsk1 or more. The parking determination condition set for the acceleration / deceleration operation component is that a low level signal is continuously output from the comparator 148 for the second mask time Tmsk2 or more.

Further, as another aspect, when the parking determination condition set for the vehicle body vibration component is satisfied or the parking determination condition set for the acceleration / deceleration operation component is satisfied, the vehicle May be determined to be parked.

[Modification 6]
When it is assumed that the power supply control device 1 is used in a vehicle equipped with an alternator, the power supply control device 1 has the presence or absence of noise (hereinafter referred to as alternator noise) resulting from the operation of the alternator, and the determination result of the traveling state determination unit F1 May be used together to control ON / OFF of the relay switch 11. Such an aspect is shown below as Modification 6.

As shown in FIG. 11, the power supply control device 1 in Modification 6 includes a noise detection unit F3 that detects noise superimposed on the battery voltage. The noise detector F3 detects voltage fluctuations accompanying the drive of the alternator as noise. In addition to the alternator noise, the noise detection unit F3 may be configured to detect a voltage drop that occurs when the engine starts or a voltage drop that accompanies the start of power supply to other in-vehicle devices as noise. .

A well-known configuration can be applied to the configuration for detecting alternator noise. Here, as an example, it is assumed that the noise detection unit F3 is realized by the configuration disclosed in Patent Document 1. When the noise detection unit F3 detects that the battery voltage includes noise, the noise detection unit F3 outputs a signal (hereinafter referred to as a noise detection signal) indicating that the noise is detected to the calculation unit 14.

The noise detection unit F3 determines the presence or absence of noise at a predetermined detection cycle, and outputs a noise detection signal every time noise is detected. Further, when the alternator is driven, noise is constantly superimposed on the battery voltage. Therefore, when the alternator is driven, the noise detection unit F3 is expected to output a noise detection signal to the calculation unit 14 for each detection cycle.

The switch control unit F2 manages whether or not alter noise is generated depending on whether or not a noise detection signal is input from the noise detection unit F3. Specifically, when a noise detection signal is input from the noise detection unit F3, the noise flag is set to ON. The noise flag is a processing flag indicating whether or not the alternator noise is generated, and is set to OFF in the initial state.

Further, the switch control unit F2 sets the noise flag to OFF when the state in which the noise detection signal is not input continues for a predetermined time (hereinafter referred to as determination hold time) in the state where the noise flag is ON. That is, the switch control unit F2 sets the noise flag to OFF when the determination suspension time and the noise detection signal are not input after the noise detection signal is last input.

The case where the noise detection signal is not input means that the alternator is in a stopped state. That is, the state where the noise detection signal is not input suggests that the vehicle using the power supply control device 1 may be parked. On the other hand, just because the alternator has stopped is not necessarily parked. If the driver is an idling stop driver or if the vehicle is equipped with a system that automatically stops the engine while the vehicle is stopped, the alternator stops when the engine stops even when the vehicle is stopped. It is to do.

The determination hold time introduced here is an element for separating the stop and the parking, like the first mask time Tmsk1, and is designed to be larger than the maximum value of the assumed stop time. A specific value of the determination suspension time may be designed as appropriate. Further, it is assumed that the determination suspension time is set to a value (for example, a value of 10 times or more) sufficiently longer than the detection period of the noise detection unit F3.

The switch control unit F2 controls ON / OFF of the relay switch 11 based on the determination result of the traveling state determination unit F1 and the detection result of the noise detection unit F3. That is, ON / OFF of the relay switch 11 is controlled based on the setting states of the travel flag and the noise flag.

For example, as shown in FIG. 12, the switch control unit F2 determines that the relay ON condition is satisfied when at least one of the travel flag and the noise flag is set to ON, and the relay switch 11 Is set to ON. If both the travel flag and the noise flag are set to OFF, it is determined that the relay OFF condition is satisfied, and the relay switch 11 is set to the OFF state.

According to such a control mode, the relay switch 11 is easily set to ON as compared with the above-described embodiment and the like. For example, even if the acceleration sensor 13 cannot detect the movement of the vehicle, the relay switch 11 can be set to ON when alternator noise can be detected. That is, it is possible to reduce the possibility that the relay switch 11 remains OFF even though the vehicle is used by the user.

As another aspect, as shown in FIG. 13, it is determined that the relay ON condition is satisfied only when both the travel flag and the noise flag are set to ON, and the relay switch 11 is turned ON. May be set. In that case, when at least one of the running flag and the noise flag is set to OFF, it is determined that the relay OFF condition is satisfied, and the relay switch 11 is set to the OFF state.

According to the above control mode, the relay switch 11 can be easily set to OFF, and the risk that the in-vehicle battery 2 is in a power-out state can be reduced. In any case, by using not only the determination result of the driving state determination unit F1 but also the presence or absence of alternator for the relay ON condition and the relay OFF condition, more appropriate power control according to the use state of the vehicle is realized. can do.

[Modification 7]
In the above-described embodiments and the like, the aspect in which the acceleration sensor 13 is an analog acceleration sensor is disclosed, but the present invention is not limited thereto. The acceleration sensor 13 may be a digital acceleration sensor. In that case, each member such as BPF 144 may be realized by using a digital circuit element. The functions of the BPF 144, the detection unit 145, the comparator 146, and the like may be realized by the CPU 141 executing software. The same applies to the LPF 147 and the comparator 148.

[Modification 8]
In the above description, the configuration in which the signal processing path such as the BPF 144 is provided for each of the three detection axes included in the acceleration sensor 13 is not limited to this. The triaxial synthetic acceleration is calculated from the detected values for each axis of the acceleration sensor 13, and using the triaxial synthetic acceleration, it is determined whether the vehicle has started running and whether the vehicle has been parked. May be. Here, the three-axis combined acceleration is a sum of squares of detected values for each axial direction.

The configuration for executing the calculation of the three-axis combined acceleration (hereinafter referred to as an acceleration combining unit) may be arranged immediately after the output stage of the acceleration sensor 13 such as between the acceleration sensor 13 and the BPF 144 or between the acceleration sensor 13 and the LPF 147. According to such a configuration, signals input to the traveling state determination unit F1 can be combined into one.

[Modification 9]
In the modified example 6 described above, the aspect in which both the determination result of the traveling state determination unit F1 and the detection result of the noise detection unit F3 are used in both the relay ON condition and the relay OFF condition is disclosed.

For example, the relay OFF condition uses both the determination result of the traveling state determination unit F1 and the detection result of the noise detection unit F3, while the relay ON condition employs a control mode that does not use the determination result of the traveling state determination unit F1. May be. In that case, when the noise detection unit F3 detects noise, that is, when the noise flag is switched from OFF to ON, it is considered that the relay ON condition is satisfied, and the relay switch 11 is set to the ON state.

According to such an aspect, when the relay switch is OFF, it is sufficient to supply power only to the noise detection unit F3, so that dark current during parking can be suppressed. Specifically, it is as follows.

If a digital acceleration sensor is adopted as the acceleration sensor 13 as mentioned in the modified example 7, it is necessary to constantly supply power to the CPU or the like. Since the CPU generally consumes a large amount of current, when a digital acceleration sensor is employed as the acceleration sensor 13, dark current increases. In response to such a concern, according to the configuration of Modification Example 9, since dark current during parking can be suppressed, the risk of battery exhaustion can be further reduced.

Also, the relay switch 11 can be turned off at a more appropriate timing as compared with a configuration in which only the noise superimposed on the battery voltage is determined. Specifically, there is a risk that the relay switch 11 may be kept on even though the vehicle is not used (that is, parked), or may be turned off while being used. Can be reduced.

[Modification 10]
The switch control unit F2 may be configured to switch the relay switch 11 to OFF when the duration of the state in which the relay switch 11 is set to ON reaches a predetermined upper limit time. The upper limit time here is a value determined according to an assumed value of the continuous use time of the vehicle, and may be, for example, 4 hours. Of course, the upper limit time may be another value (for example, 6 hours).

According to such an aspect, even when the ON state of the relay switch 11 continues without the traveling state determination unit F1 or the noise detection unit F3 operating normally, with the passage of time. It can be turned off forcibly. As a result, the risk of battery exhaustion can be reduced.

[Modification 11]
Although the aspect which provided the power supply control apparatus 1 in the exterior of the car accessory was disclosed above, it is not restricted to this. As shown in FIG. 14, the power supply control device 1 may be built in the car accessory 3 as a power supply control module 1A.

The power control module 1A plays a role of controlling the power supply state to the other modules 31 included in the car accessory 3. As the specific configuration and control mode of the power supply control module 1A, the above-described embodiment, various modifications, and combinations thereof can be employed. Such a power supply control module 1A also corresponds to the power supply control device described in the claims. The car accessory 3 in which the power supply control module 1A is built (in other words, the power supply control device 1 is applied) corresponds to the vehicle retrofit electronic device described in the claims. The module 31 corresponds to the electronic circuit described in the claims.

According to the aspect of the modification 11, the number of devices installed in the vehicle interior can be suppressed, and the vehicle interior space can be made clear. Also, many retrofitted car navigation devices often incorporate an acceleration sensor. When the power supply control module 1A as the power supply control device 1 is built in the car accessory 3 in which such an acceleration sensor is provided in advance, an existing acceleration sensor can be used. Therefore, the introduction cost of the power supply control module 1A can be suppressed.

[Modification 12]
In the above, the configuration in which the acceleration sensor is employed as the sensor (hereinafter referred to as the index information sensor) whose output signal functions as an index indicating whether or not the vehicle is traveling is disclosed, but the present invention is not limited thereto. In addition to acceleration, a sensor that detects physical state quantities that change as the vehicle travels, such as angular velocity, angular acceleration, azimuth angle, and vehicle position, can be employed as the index information sensor. That is, a gyro sensor, a geomagnetic sensor, a GNSS receiver, or the like may be used as the index information sensor.

Even when a sensor other than the acceleration sensor is used, it may be determined whether or not the vehicle has started running and whether or not the vehicle has been parked based on the behavior per certain time. When using a sensor that outputs a continuous value, such as a gyro sensor, the vehicle vibration component and the acceleration / deceleration operation component are extracted using the BPF 144 and the LPF 147, and the extracted components are used to Judgment can be performed.

Further, the index information sensor may be a switch element configured such that the contact state of the movable contact with respect to the fixed contact changes (in other words, vibrates) by the vehicle body vibration component. The output of such a switch element outputs a pulse-like signal when the vehicle is traveling because the terminal repeatedly contacts and separates due to a vehicle body vibration component or the like. On the other hand, when the vehicle is parked, the contact state between the terminals is stable in either contact or non-contact, so that a pulse signal is not output. That is, the above switch element can also be used as an index information sensor.

Although the present disclosure has been described based on the embodiment, it is understood that the present disclosure is not limited to the embodiment or the structure. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims

A relay switch (11) for switching the power supply state from the in-vehicle battery to a predetermined electronic circuit;
A sensor (13) that outputs an output signal that functions as an indicator of whether or not the vehicle is running;
A traveling state determination unit (F1) that determines whether or not the vehicle has started traveling and whether or not the vehicle has been parked based on the behavior of the output signal of the sensor per unit time;
And a switch control unit (F2) that controls a connection state of the relay switch based on a determination result of the traveling state determination unit.
In claim 1,
The switch control unit
When the traveling state determination unit determines that the vehicle has started traveling, the relay switch is set to ON,
A power supply control device that sets the relay switch to OFF when the traveling state determination unit determines that the vehicle is parked.
In claim 1,
A noise detector (F3) for detecting noise superimposed on the output voltage of the in-vehicle battery;
The switch control unit
The relay switch is set to ON when at least one of the case where the traveling state determination unit determines that the vehicle has started traveling and the case where the noise is detected by the noise detection unit,
A power supply control device that sets the relay switch to OFF when it is determined that the vehicle is parked by the traveling state determination unit and the state in which the noise is not detected by the noise detection unit continues for a predetermined determination hold time.
In claim 1,
A noise detector (F3) for detecting noise superimposed on the output voltage of the in-vehicle battery;
The switch control unit
When it is determined that the vehicle has started traveling by the traveling state determination unit, and the noise is detected by the noise detection unit, the relay switch is set to ON,
The relay switch is turned off in the case where it is determined that the vehicle is parked by the traveling state determination unit and in the case where the state where the noise is not detected by the noise detection unit continues for a predetermined determination hold time. Power control device to set.
In claim 1,
A noise detector (F3) for detecting noise superimposed on the output voltage of the in-vehicle battery;
The switch control unit
When the noise is detected by the noise detection unit, the relay switch is set to ON,
A power supply control device that sets the relay switch to OFF when it is determined that the vehicle is parked by the traveling state determination unit and the state in which the noise is not detected by the noise detection unit continues for a predetermined determination hold time.
In any one of Claim 1 to 5,
The sensor is an acceleration sensor,
A vibration component extraction unit (144) for extracting a vibration component generated by the vehicle traveling from an output signal of the acceleration sensor as the sensor;
The traveling state determination unit starts the vehicle when the state in which the magnitude of the vibration component extracted by the vibration component extraction unit is equal to or greater than a predetermined traveling determination threshold continues for a predetermined traveling determination time. A power supply control device that determines that the operation has been performed.
In claim 6,
The traveling state determination unit determines that the vehicle is parked when a state in which the magnitude of the vibration component extracted by the vibration component extraction unit is less than a predetermined traveling determination threshold continues for a predetermined mask time. Power supply control device.
In any one of Claim 1 to 5,
The sensor is an acceleration sensor,
An acceleration / deceleration operation component extraction unit (147) that extracts an acceleration / deceleration operation component, which is a component generated when the driver performs an operation of accelerating / decelerating the vehicle, from an output signal of the acceleration sensor as the sensor;
The traveling state determination unit is configured to perform the operation when the state in which the acceleration / deceleration operation component extracted by the acceleration / deceleration operation component extraction unit is greater than or equal to a predetermined acceleration / deceleration determination threshold continues for a predetermined traveling determination time. A power supply control device that determines that the vehicle has started running.
In claim 8,
The running state determination unit is configured to detect the vehicle when a state in which the magnitude of the acceleration / deceleration operation component extracted by the acceleration / deceleration operation component extraction unit is less than a predetermined acceleration / deceleration determination threshold continues for a predetermined mask time. A power control device that determines that the vehicle is parked.
10. A vehicular retrofit electronic device in which the power supply control device according to any one of claims 1 to 9 is incorporated.