WO2018079127A1 - Dispositif de commande d'excitation de charge inductive - Google Patents

Dispositif de commande d'excitation de charge inductive Download PDF

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Publication number
WO2018079127A1
WO2018079127A1 PCT/JP2017/033404 JP2017033404W WO2018079127A1 WO 2018079127 A1 WO2018079127 A1 WO 2018079127A1 JP 2017033404 W JP2017033404 W JP 2017033404W WO 2018079127 A1 WO2018079127 A1 WO 2018079127A1
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WIPO (PCT)
Prior art keywords
voltage
voltage regulator
driving element
inductive load
current
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PCT/JP2017/033404
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English (en)
Japanese (ja)
Inventor
大祐 関根
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日立オートモティブシステムズ株式会社
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Priority to JP2018547192A priority Critical patent/JP6692444B2/ja
Publication of WO2018079127A1 publication Critical patent/WO2018079127A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements

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  • the present invention relates to an inductive load energization control device having a function of energizing an inductive load by receiving power supply from an external battery via a connector terminal.
  • the inductive load energization control device is used by being incorporated in a moving body such as a vehicle, a ship, or an aircraft.
  • the in-vehicle control device is a kind of inductive load energization control device, and controls the vehicle by performing energization control of a resistance load and an inductance load (inductive load) installed outside.
  • the vehicle-mounted control device receives power supply from an external battery through a connector terminal, and generates a voltage necessary for a microcomputer or other IC (Integrated Circuit) to operate by a voltage regulator.
  • the microcomputer of the in-vehicle control device receives signals from various sensors installed outside the in-vehicle control device.
  • the inductance load that is energized and controlled by the in-vehicle controller is a linear solenoid, for example, and controls the vehicle by energizing a desired current.
  • the return current based on the counter electromotive force generated in the inductance load may flow, but the return current path uses a connector terminal for the vehicle-mounted control device to receive power supply from an external battery. There is. Therefore, when a contact failure or the like occurs in the connector terminal and an open failure occurs, the power supply path of the external battery and the return current path for flowing a desired current to the inductance load are disconnected.
  • Patent Document 1 As background art of the present invention.
  • the solution of the abstract of Patent Document 1 is “the commutation current of the inductive load in which the power supply capacitor 113 connected between the power supply terminal 103 b and the ground terminal 104 is intermittently driven when the ground terminal 104 is disconnected. The voltage rises due to charging, and when this exceeds a predetermined threshold, the disconnection abnormality of the ground wiring is detected, and the power supply switching elements 140a and 140b are simultaneously cut off.
  • the present invention has been made in order to solve the above-described problems, and is a path for supplying power from an external battery, and when a connector terminal that is also a path for a return current of an inductive load has an open failure. It is another object of the present invention to prevent the inductive load energization control device from completely failing by continuing the operation of the processing means.
  • an inductive load energization control device of the present invention includes a battery terminal connected to an external battery, a voltage regulator having an input side connected to the battery terminal, an input side of the voltage regulator, and a ground.
  • An input capacitor provided between the input side of the voltage regulator, a drive element for controlling energization of the inductive load, and an input side of the voltage regulator and the drive element, from the input side of the voltage regulator to the drive element
  • a processing means for controlling whether the drive element is on or off and determining whether or not the battery terminal has an open failure.
  • the processing means determines that the battery terminal has an open failure
  • the processing means controls the driving element to be turned on and off, and is configured by the inductive load, the driving element, the limiting element, and the input capacitor.
  • the input voltage of the voltage regulator is maintained at a predetermined voltage value by the booster circuit.
  • the operation by the processing means is continued even when the connector terminal, which is a path for supplying power from an external battery and is also a return current path for the inductive load, has an open failure. It is possible to prevent the load energization control device from completely functioning.
  • FIG. 1 is a configuration diagram of the in-vehicle control device 113 according to the first embodiment.
  • the in-vehicle control device 113 inductive load energization control device
  • the inductance load 112 (inductive load) connected between the terminals 114 is energized and controlled. Thereby, the vehicle-mounted control apparatus 113 controls a vehicle.
  • the battery terminal 101 is a terminal connected to the positive electrode of the external battery 100. Note that the negative electrode of the external battery 100 is connected via a ground.
  • the inductance load 112 is a linear solenoid, for example, and controls the vehicle by energizing a desired current.
  • the in-vehicle control device 113 flows a return current based on the counter electromotive force of the inductance load 112. The return current path uses a battery terminal 101 for the vehicle-mounted control device 113 to receive power supply from the external battery 100.
  • the in-vehicle control device 113 includes an input capacitor 102, a microcomputer 107, and an ASIC (application specific integrated circuit) 117.
  • the ASIC 117 includes a voltage regulator 106, a control unit 108, a limiting element 109, a drive element 110, a current detection element 111, a failure detection unit 105 including a voltage monitoring unit 103 and a current detection unit 104.
  • the input side of the voltage regulator 106 is connected to the battery terminal 101.
  • An input capacitor 102 is connected between the input side of the voltage regulator 106 and the ground in order to stabilize the input voltage Vi of the voltage regulator 106.
  • the voltage regulator 106 generates a voltage necessary for the microcomputer 107 and the ASIC 117 to operate.
  • the microcomputer 107 receives signals from various sensors installed outside the in-vehicle control device 113.
  • the ASIC 117 of the in-vehicle control device 113 includes a limiting element 109 and a driving element 110 as switch elements for energizing the inductance load 112.
  • a connection node between the limiting element 109 and the driving element 110 is connected to the inductance load 112 through the output terminal 114.
  • the drive element 110 controls energization of the inductance load 112.
  • the limiting element 109 causes a return current based on the counter electromotive force of the inductance load 112 to flow from the output terminal 114 to the battery terminal 101, and limits the current in the reverse direction.
  • the drive element 110 and the limiting element 109 are configured using MOSFETs (metal-oxide-semiconductor field-effect transistors).
  • the drain of the driving element 110 is connected to the output terminal 114, and the source of the driving element 110 is connected to the ground.
  • the gate of the driving element 110 is connected to the control unit 108.
  • the source of the limiting element 109 is connected to the drain of the driving element 110 and the output terminal 114 through the current detection element 111.
  • a parasitic diode is formed from the source to the drain of the limiting element 109.
  • the drain of the limiting element 109 is connected to the output terminal 114 and the input side of the voltage regulator 106.
  • the gate of the limiting element 109 is connected to the control unit 108.
  • the limiting element 109 can limit the current from the input side of the voltage regulator 106 to the driving element 110.
  • the microcomputer 107 outputs a PWM (Pulse Width Modulation) signal to the control unit 108 in order to cause a desired current to flow through the inductance load 112.
  • PWM Pulse Width Modulation
  • the control unit 108 switches the limiting element 109 and the driving element 110 alternately between conduction (hereinafter referred to as “on”) and non-conduction (hereinafter referred to as “off”) based on the input PWM signal.
  • the in-vehicle control device 113 can cause a desired current to flow through the inductance load 112.
  • the driving element 110 when the driving element 110 is on and the limiting element 109 is off, a current flows from the external battery 100 in the order of the inductance load 112, the output terminal 114, the driving element 110, and the ground. As a result, energy is stored in the inductance load 112.
  • the driving element 110 is turned off and the limiting element 109 is turned on, a return current is generated in the path of the inductance load 112, the output terminal 114, the limiting element 109, and the battery terminal 101 based on the back electromotive force generated in the inductance load 112. Flowing.
  • the vehicle-mounted control device 113 energizes the inductance load 112 by such on / off control.
  • the failure detection unit 105 detects an open failure of the battery terminal 101 and includes a voltage monitoring unit 103 and a current detection unit 104. When the open failure of the battery terminal 101 is detected, the failure detection unit 105 notifies the control unit 108 of the failure. When the open failure of the battery terminal 101 is notified, the control unit 108 performs control to shift the driving element 110 and the limiting element 109 to a predetermined state.
  • the current detection element 111 is a shunt resistor, for example, and detects a current Io flowing through the limiting element 109.
  • the current detection unit 104 detects whether or not the current Io detected by the current detection element 111 is within a predetermined range, and outputs it to the control unit 108. As a result, the failure detection unit 105 can notify the control unit 108 of the failure.
  • the voltage monitoring unit 103 is for monitoring the input voltage Vi of the voltage regulator 106.
  • the voltage monitoring unit 103 outputs information related to the input voltage Vi to the control unit 108, and if the input voltage Vi exceeds a predetermined overvoltage threshold or falls below a low voltage threshold, the control unit 108 and the current Notify the detection unit 104.
  • the external battery 100 supplies power to the in-vehicle control device 113 through the battery terminal 101. Therefore, when a contact failure or the like of the battery terminal 101 occurs and an open failure occurs in the battery terminal 101, the power supply path from the external battery 100 to the in-vehicle control device 113 is cut off.
  • the battery terminal 101 is also used as a path for flowing a return current based on the counter electromotive force generated in the inductance load 112 when the drive element 110 is turned off. When an open failure occurs in the battery terminal 101, the return current path is also disconnected.
  • the input voltage Vi of the voltage regulator 106 is lower than the output voltage Vcc of the external battery 100.
  • This voltage drop is caused by current consumption of the microcomputer 107 and the ASIC 117 (processing means).
  • the voltage regulator 106 outputs a voltage corresponding to the input voltage Vi and applies it to the microcomputer 107 and the ASIC 117. If the output voltage of the voltage regulator 106 is higher than the voltage required to operate the microcomputer 107 and the ASIC 117, the microcomputer 107 and the ASIC 117 can continue to operate.
  • the voltage monitoring unit 103 and the control unit 108 incorporated in the ASIC 117 can continue the voltage monitoring process.
  • the microcomputer 107 notifies the vehicle occupant of the occurrence of an abnormality through a failure detection lamp or the like, notifies the other vehicle-mounted control device using the communication means of the occurrence of an abnormality, or processes for shifting the vehicle to a safe state. Can be controlled continuously.
  • the drive element 110 When the drive element 110 is on, power cannot be supplied from the external battery 100 to the voltage regulator 106 via the inductance load 112, the output terminal 114, and the limiting element 109.
  • the limiting element 109 and the driving element 110 are turned on and off periodically and alternately, energy is accumulated in the inductance load 112 during the on period of the driving element 110, and is generated in the inductance load 112 during the on period of the limiting element 109.
  • the input capacitor 102 is charged based on the back electromotive force.
  • the input capacitor 102 has a sufficient capacitance to supply power to the microcomputer 107 and the ASIC 117, and the microcomputer 107 can be continuously operated.
  • the voltage regulator 106 cannot generate a voltage for operating the microcomputer 107, and the operation of the microcomputer 107 stops.
  • a booster circuit that increases the input voltage Vi of the voltage regulator 106 can be configured.
  • the limiting element 109 and the driving element 110 are turned on and off periodically and alternately to operate this booster circuit, thereby generating the input voltage Vi of the voltage regulator 106 and a voltage necessary for operating the microcomputer 107. It is possible to boost the voltage to a predetermined set voltage Vd.
  • the driving element 110 and the limiting element 109 are turned on and off periodically and alternately. Energy is stored in the inductance load 112 during the ON period of the drive element 110, and the input capacitor 102 is charged through the limiting element 109 by a current based on the counter electromotive force generated in the inductance load 112 due to the turn-off of the drive element 110. As a result, the input voltage Vi of the voltage regulator 106 is boosted. Further, the voltage monitoring unit 103 detects the input voltage Vi of the voltage regulator 106. The control unit 108 performs on / off control by changing the on-duty of the drive element 110 so that the input voltage Vi detected by the voltage monitoring unit 103 becomes a predetermined set voltage Vd.
  • the period P1 shown in FIG. 2 is before an open failure of the battery terminal 101 occurs.
  • the period P2 is a period until the operation of the limiting element 109 and the driving element 110 is stopped after the open failure of the battery terminal 101 occurs.
  • the period P3 is a period in which the on / off control of the limiting element 109 and the driving element 110 is stopped to determine the failure factor.
  • the period P4 is a period in which the booster circuit including the external battery 100, the inductance load 112, the limiting element 109, the driving element 110, and the input capacitor 102 is operated to boost the input voltage Vi of the voltage regulator 106.
  • FIG. 2A shows the on / off state of the limiting element 109.
  • FIG. 2B shows the on / off state of the drive element 110.
  • FIG. 2C shows the voltage Vo at the output terminal 114.
  • FIG. 2D shows the current Io flowing through the limiting element 109.
  • FIG. 2E shows the input voltage Vi of the voltage regulator 106.
  • FIG. 3 is a flowchart for explaining failure detection processing.
  • a period P1 in FIG. 2 shows a state before an open failure of the battery terminal 101 occurs.
  • typical signal states in the period P1 will be described.
  • the limiting element 109 and the driving element 110 are turned on and off periodically and alternately to energize the inductance load 112 (step S10 in FIG. 3). ).
  • the voltage Vo at the output terminal 114 becomes a voltage near the ground.
  • the voltage Vo rises based on the counter electromotive force generated in the inductance load 112 and is clamped by the output voltage Vcc of the external battery 100. Therefore, the voltage Vo is near the output voltage Vcc.
  • the limiting element 109 has a back electromotive force generated in the inductance load 112 due to the turning off of the driving element 110. Based on the current Io flows.
  • This current Io is a reflux current.
  • the limiting element 109 is off and the driving element 110 is on, no reflux current flows through the limiting element 109, and the current Io is approximately 0 amperes.
  • the input side of the voltage regulator 106 is electrically connected to the external battery 100. Therefore, as shown in FIG. 2 (e), the input voltage Vi of the voltage regulator 106 becomes equal to the output voltage Vcc of the external battery 100.
  • a time T1 in FIG. 2 indicates a time when the battery terminal 101 has an open failure.
  • a period P2 in FIG. 2 indicates time T1 and after and until time T2 when the on / off operation of the limiting element 109 and the driving element 110 is stopped.
  • typical signal states in the period P2 in FIG. 2 will be described.
  • the limiting element 109 and the driving element 110 are alternately turned on and off to energize the inductance load 112 (step S10 in FIG. 3).
  • the battery terminal 101 has an open failure at time T1
  • the path through which the return current based on the counter electromotive force generated in the inductance load 112 is disconnected. Therefore, the reflux current does not flow.
  • the current based on the counter electromotive force generated in the inductance load 112 due to the turn-off of the driving element 110 is charged to the input capacitor 102 via the limiting element 109 that is turned on. Therefore, as shown in FIG. 2E, the input voltage Vi of the voltage regulator 106 increases.
  • the driving element 110 is turned on and the limiting element 109 is turned off, power is supplied from the energy charged in the input capacitor 102 to the microcomputer 107, so the input voltage Vi of the voltage regulator 106 decreases.
  • the voltage Vo at the output terminal 114 becomes 0 V, which is a voltage near the ground, during the period P2 and when the limiting element 109 is off and the driving element 110 is on.
  • the voltage Vo at the output terminal 114 is not clamped to the output voltage Vcc of the external battery 100 due to an open failure of the battery terminal 101.
  • the input voltage Vi of the voltage regulator 106 increases based on the counter electromotive force generated in the inductance load 112 due to the turn-off of the driving element 110, the voltage Vo of the output terminal 114 also increases.
  • the current Io flowing through the limiting element 109 based on the back electromotive force generated in the inductance load 112 is charged to the input capacitor 102 when the limiting element 109 is on and the driving element 110 is off.
  • the input voltage Vi of the voltage regulator 106 gradually increases, and the current Io gradually decreases.
  • the current Io of the limiting element 109 does not flow, and therefore becomes almost 0 amperes.
  • the voltage regulator 106 is not supplied with power from the external battery 100 via the battery terminal 101. As shown in FIG. 2 (e), the input voltage Vi of the voltage regulator 106 increases. The voltage regulator 106 continues to generate a voltage necessary for the microcomputer 107 to operate. The microcomputer 107 continues to transmit a PWM signal to the control unit 108 in order to cause a predetermined current to flow through the inductance load 112. As a result, the back electromotive force is continuously generated in the inductance load 112. Therefore, the input voltage Vi of the voltage regulator 106 continues to rise and finally rises to the breakdown voltage of the voltage regulator 106. As a result, the voltage regulator 106 may be permanently damaged.
  • the voltage monitoring unit 103 detects the input voltage Vi of the voltage regulator 106 (step S11 in FIG. 3), and a predetermined voltage (hereinafter referred to as an overvoltage threshold Vu) set lower than the breakdown voltage of the voltage regulator 106. When it exceeds, it determines with overvoltage, and notifies the control part 108 (time T2 of FIG. 2: Step S11-> Yes of FIG. 3). Receiving the overvoltage notification, the control unit 108 fixes the limiting element 109 on and the driving element 110 off to prevent the input voltage Vi of the voltage regulator 106 from increasing (step S12 in FIG. 3). That is, the control unit 108 stops the on / off control of the limiting element 109 and the driving element 110.
  • Vu a predetermined voltage
  • a time T2 in FIG. 2 is a time when the input voltage Vi of the voltage regulator 106 exceeds the overvoltage threshold Vu.
  • a period P3 in FIG. 2 is a period from time T2 until the input voltage Vi of the voltage regulator 106 falls below the low voltage threshold Vb.
  • a surge voltage may be superimposed on the input of the voltage regulator 106.
  • the generation of the surge voltage is temporary, and after the generation of the surge voltage, the input voltage Vi of the voltage regulator 106 returns to the output voltage Vcc of the external battery 100 (the broken line in the period P3 in FIG. 2E). ). Therefore, it is desirable to return to the process of step S10 after the return and resume the energization control of the inductance load 112.
  • the input voltage Vi of the voltage regulator 106 exceeds the overvoltage, and the voltage regulator 106 may reach a permanent failure. In such a case, it is desirable to turn on / off the limiting element 109 and the driving element 110 so that the input voltage Vi becomes a predetermined voltage.
  • the current detection element 111 and the current detection unit 104 detect the current Io flowing through the limiting element 109. ing.
  • the consumption current Iu of the microcomputer 107 and the ASIC 117 is changed from the external battery 100 to the inductance load 112, the output terminal 114, the limiting element 109, and the voltage regulator. It flows via 106.
  • the current detection element 111 detects the consumption current Iu by the microcomputer 107 and the ASIC 117 (solid line in the period P3 in FIG. 2D).
  • the consumption current Iu of the microcomputer 107 and the ASIC 117 flows from the external battery 100 via the battery terminal 101 and the voltage regulator 106.
  • the current Io detected by the current detection element 111 is in the vicinity of 0 amperes (broken line in the period P3 in FIG. 2D).
  • the current detection unit 104 detects the current Io flowing through the limiting element 109 by the current detection element 111 (step S13).
  • the current Io is equal to or greater than a predetermined current threshold set lower than the minimum current consumption of the microcomputer 107 and the ASIC 117 (step S13 ⁇ No)
  • the current detection unit 104 notifies the control unit 108 to that effect.
  • the process proceeds to step S14.
  • the current detection unit 104 notifies the control unit 108 to that effect.
  • the control unit 108 determines that it is an overvoltage due to a surge voltage, and returns to the process of step S10.
  • step S14 the voltage monitoring unit 103 determines whether or not the input voltage Vi of the voltage regulator 106 has fallen below the low voltage threshold Vb, and notifies the control unit 108 of the determination. If the input voltage Vi of the voltage regulator 106 is equal to or higher than the low voltage threshold Vb (step S14 ⁇ No), the control unit 108 returns to the process of step S13. As shown at time T3 in FIG. 2, if the input voltage Vi of the voltage regulator 106 falls below the low voltage threshold Vb (step S14 ⁇ Yes), the control unit 108 determines that there is an open failure of the battery terminal 101. The process proceeds to step S15.
  • Time T3 in FIG. 2 is the time when the input of the voltage regulator 106 falls below the low voltage threshold Vb.
  • a period P4 in FIG. 2 indicates a period after time T3.
  • the control unit 108 performs the process of step S15. That is, the control unit 108 performs the boosting operation by controlling the limiting element 109 and the driving element 110 on / off at a frequency higher than that during the on / off control in step S10 (step S15).
  • the frequency of the on / off control in step S15 is several to several tens of times higher than the frequency of the on / off control in step S10.
  • FIG. 2 schematically shows the pulse period and the duty.
  • a booster circuit can be formed by the inductance load 112, the limiting element 109, the driving element 110, and the input capacitor 102.
  • the voltage monitoring unit 103 detects the input voltage Vi of the voltage regulator 106 and outputs it to the control unit 108.
  • the control unit 108 performs feedback control by changing the on-duty of the drive element 110 so that the input voltage Vi of the voltage regulator 106 becomes a predetermined set voltage Vd.
  • the set voltage Vd is higher than the minimum input voltage value for generating a voltage necessary for operating the microcomputer 107 and the ASIC 117. Therefore, the operation of the microcomputer 107 and the ASIC 117 is continued without being affected by the voltage drop due to the inductance load 112 and the limiting element 109, the consumption current of the microcomputer 107 and the ASIC 117, and the decrease of the output voltage Vcc due to the deterioration of the external battery 100. be able to.
  • the principle of boosting the input voltage Vi of the voltage regulator 106 is the same as that shown in the period P2 in FIG.
  • the control unit 108 does not depend on the PWM signal from the microcomputer 107, and turns on / off the limiting element 109 and the drive element 110 so that the input voltage Vi detected by the voltage monitoring unit 103 is maintained at a predetermined set voltage Vd. Turn off control.
  • the control unit 108 performs on / off control of the limiting element 109 and the driving element 110 at a frequency higher than that of the period P1. Thereby, the fluctuation
  • step S15 the input voltage Vi of the voltage regulator 106 is maintained at the predetermined set voltage Vd, and the microcomputer 107 and the ASIC 117 can continue to operate.
  • the voltage monitoring unit 103 and the control unit 108 incorporated in the ASIC 117 can continue the voltage monitoring process.
  • the microcomputer 107 notifies the vehicle occupant of the occurrence of an abnormality through a failure detection lamp or the like, notifies the other vehicle-mounted control device using the communication means of the occurrence of an abnormality, or processes for shifting the vehicle to a safe state. Can be controlled continuously.
  • FIG. 4 is a configuration diagram of the in-vehicle control device 113A according to the second embodiment of the present invention.
  • the difference from the first embodiment is that the limiting element 109, which is a MOSFET, is replaced with a limiting element 109A, which is a diode, and other equivalent parts are denoted by the same reference numerals and description thereof is omitted.
  • the in-vehicle control device 113A may have a function equivalent to that of the MOSFET limiting element 109 described in the second embodiment even when a diode is used as the limiting element 109A. Is possible.
  • a diode is used as the limiting element 109A, there is a problem that the voltage drop is large and the power consumption is large when the return current based on the counter electromotive force generated in the inductance load 112 flows as compared with the case where the MOSFET is used.
  • the circuit of the in-vehicle control device 113A is simplified, and the energization control of the inductance load 112 can be simplified.
  • FIG. 5 is a configuration diagram of the in-vehicle control device 113B according to the third embodiment of the present invention.
  • the in-vehicle control device 113 of the first embodiment drives one inductance load 112, and the limiting element 109, the driving element 110, the current detection element 111, and the output terminal 114 combined with the inductance load 112 are one set.
  • the vehicle-mounted control device 113B (inductive load energization control device) of the third embodiment is driven by the first inductance load 112b and the second inductance load 112c.
  • the first limiting element 109b What is combined with the first inductance load 112b is the first limiting element 109b, the first drive element 110b, the first current detection element 111b, and the first output terminal 114b.
  • the second inductance load 112c What is combined with the second inductance load 112c is the second limiting element 109c, the second drive element 110c, the second current detection element 111c, and the second output terminal 114c.
  • On / off control of the combination of the first limiting element 109b and the first driving element 110b and the combination of the second limiting element 109c and the second driving element 110c are performed by the control unit 108, respectively.
  • the in-vehicle control device 113B further includes an addition unit 115 that adds the current Io1 detected by the first current detection element 111b and the current Io2 detected by the second current detection element 111c.
  • an addition unit 115 that adds the current Io1 detected by the first current detection element 111b and the current Io2 detected by the second current detection element 111c.
  • Other parts equivalent to those of the vehicle-mounted control device 113 of the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the microcomputer 107 outputs a PWM signal corresponding to each of the first inductance load 112b and the second inductance load 112c to the control unit 108 in order to energize each of the first inductance load 112b and the second inductance load 112c.
  • the control unit 108 performs on / off control of the first limiting element 109b and the first driving element 110b, and the second limiting element 109c and the second driving element 110c in accordance with each input PWM signal.
  • the voltage monitoring unit 103 detects an overvoltage at the input of the voltage regulator 106, as shown in the first embodiment, it is determined whether or not the cause of the overvoltage is due to an open failure of the battery terminal 101.
  • the first limiting element 109b is turned on, the first driving element 110b is turned off, the second limiting element 109c is turned on, and the second driving element 110c is turned off.
  • the current Io1 flowing through the first limiting element 109b is detected by the first current detecting element 111b
  • the current Io2 flowing through the second limiting element 109c is detected by the second current detecting element 111c.
  • the consumption current of the microcomputer 107 and the ASIC 117 flows through the first limiting element 109b and the second limiting element 109c.
  • the current value obtained by adding the currents Io1 and Io2 by the adding unit 115 is set lower than the minimum current consumption of the microcomputer 107 and the ASIC 117. Over a predetermined current threshold.
  • the cause of the overvoltage is a surge voltage superimposed on the input of the voltage regulator 106, the calculated current consumption value is approximately 0 amperes, which is less than a predetermined current threshold.
  • the voltage monitoring unit 103 detects a low voltage at the input of the voltage regulator 106 and determines that the cause of the overvoltage is an open failure of the battery terminal 101, the voltage is increased by the booster circuit as in the first embodiment.
  • the input of the regulator 106 is boosted to a predetermined voltage value and maintained.
  • the booster circuit can be constituted by one of the combination of the inductance load, the limiting element, and the driving element, and the input capacitor 102. Therefore, it is not necessary to form a booster circuit using the other combination and the input capacitor 102.
  • a combination of the first inductance load 112b, the first limiting element 109b and the first driving element 110b and the input capacitor 102 constitute a booster circuit
  • the second inductance load 112c, the second limiting element 109c A case where a booster circuit is not configured by the combination of the driving elements 110c is shown.
  • the booster circuit boosts and maintains the input voltage Vi of the voltage regulator 106 to a voltage higher than the output voltage Vcc of the external battery 100.
  • the second limiting element 109c causes an open failure of the battery terminal 101. It is turned on for current detection to determine whether or not it is due to. Therefore, it flows out from the input side of the voltage regulator 106 to the external battery 100 through the second limiting element 109c, the second output terminal 114c, and the second inductance load 112c.
  • the second limiting element 109c is used while the boost operation is performed by the combination of the first inductance load 112b, the first limiting element 109b and the first driving element 110b and the input capacitor 102. Is turned off to prevent the current flowing from the input of the voltage regulator 106 to the external battery 100.
  • the configuration used for the booster circuit is a combination of the first inductance load 112b, the first limiting element 109b, and the first driving element 110b, and a combination of the second inductance load 112c, the second limiting element 109c, and the second driving element 110c. Any one of them is used, and which combination is used is determined according to the use of the first inductance load 112b and the second inductance load 112c.
  • the first inductance load 112b of the third embodiment relates to, for example, an energy saving operation of the vehicle, and does not have a great influence on the vehicle control even when a current due to the boosting operation flows.
  • the second inductance load 112c relates to the operation of the transmission, for example, and if a current due to the boosting operation flows, the vehicle control is greatly affected. Therefore, in the third embodiment, the step-up operation may be performed by the combination of the first inductance load 112b, the first limiting element 109b, and the first driving element 110b and the input capacitor 102.
  • FIG. 6 is a flowchart for explaining failure detection processing.
  • the control unit 108 performs on / off control of the first limiting element 109b and the first driving element 110b to energize the first inductance load 112b (step S10b).
  • the control unit 108 performs on / off control of the second limiting element 109c and the second drive element 110c to energize the second inductance load 112c (step S10c).
  • the return current path based on the back electromotive force generated in the first inductance load 112b and the return current path based on the back electromotive force generated in the second inductance load 112c are disconnected. Therefore, the reflux current does not flow.
  • the current based on the counter electromotive force generated in the first inductance load 112b due to the turn-off of the first driving element 110b is charged to the input capacitor 102 via the first limiting element 109b that is turned on.
  • the current based on the counter electromotive force generated in the second inductance load 112c due to the turn-off of the second driving element 110c is charged to the input capacitor 102 via the second limiting element 109c that is turned on.
  • the input voltage Vi of the voltage regulator 106 gradually increases, and the currents Io1 and Io2 gradually decrease.
  • the voltage monitoring unit 103 detects the input voltage Vi of the voltage regulator 106 (step S11), and when the voltage exceeds a predetermined voltage set lower than the breakdown voltage of the voltage regulator 106 (hereinafter referred to as an overvoltage threshold Vu), the overvoltage is detected. And notifies the control unit 108 (step S11 ⁇ Yes in FIG. 3). Receiving the overvoltage notification, the control unit 108 fixes the first limiting element 109b on and the first driving element 110b off to prevent the input voltage Vi of the voltage regulator 106 from increasing (step S12b). Further, in parallel with the process of step S12b, the control unit 108 fixes the second limiting element 109c on and the second driving element 110c off (step S12c).
  • the first current detection element 111b detects the current Io1 flowing through the first limiting element 109b.
  • the second current detection element 111c detects a current Io2 flowing through the second limiting element 109c.
  • the adder 115 calculates the sum of these currents Io1 and Io2.
  • the current detection unit 104 notifies the control unit 108 of that fact. Notify The control unit 108 determines that it is an overvoltage due to a surge voltage, and returns to the parallel processing of steps S10b and S10c.
  • step S13B ⁇ No If the sum of the currents Io1 and Io2 is equal to or greater than the predetermined current threshold (step S13B ⁇ No), the current detection unit 104 notifies the control unit 108 of that fact, and the control unit 108 proceeds to the process of step S14.
  • step S14 the voltage monitoring unit 103 determines whether or not the input voltage Vi of the voltage regulator 106 has fallen below the low voltage threshold value Vb, and notifies the control unit 108 to that effect. If the input voltage Vi of the voltage regulator 106 is equal to or higher than the low voltage threshold Vb (step S14 ⁇ No), the control unit 108 returns to the process of step S13B. If the input voltage Vi of the voltage regulator 106 falls below the low voltage threshold Vb (step S14 ⁇ Yes), the control unit 108 determines that there is an open failure of the battery terminal 101, and proceeds to parallel processing of steps S15b and S15c. .
  • the control unit 108 performs a step-up operation by controlling on / off of the first limiting element 109b and the first driving element 110b at a frequency higher than that in step S10 (step S15b).
  • a boost circuit can be formed by the first inductance load 112b, the first limiting element 109b, and the input capacitor 102.
  • the control unit 108 fixes the second limiting element 109c and the second drive element 110c off (step S15c).
  • the voltage monitoring unit 103 detects the input voltage Vi of the voltage regulator 106 and outputs it to the control unit 108.
  • the control unit 108 performs feedback control with a predetermined duty so that the input voltage Vi of the voltage regulator 106 becomes a predetermined set voltage Vd.
  • the set voltage Vd is higher than the minimum input voltage value for the voltage regulator 106 to generate a voltage necessary for operating the microcomputer 107 and the ASIC 117. Therefore, the voltage drop due to the first inductance load 112b and the first limiting element 109b, the voltage drop due to the second inductance load 112c and the second limiting element 109c, the consumption current of the microcomputer 107 and the ASIC 117, and the output due to the deterioration of the external battery 100 The operation of the microcomputer 107 and the ASIC 117 can be continued without being affected by the decrease in the voltage Vcc. As a result, the voltage monitoring unit 103 and the control unit 108 incorporated in the ASIC 117 can continuously perform the voltage monitoring process.
  • the microcomputer 107 notifies the vehicle occupant of the occurrence of an abnormality through a failure detection lamp or the like, notifies the other vehicle-mounted control device using the communication means of the occurrence of an abnormality, or processes for shifting the vehicle to a safe state. Can be controlled continuously.
  • the set voltage Vd needs to be set to be equal to or higher than the voltage obtained by subtracting the forward voltage drop of the parasitic diode of the MOSFET from the output voltage Vcc of the external battery 100. This is because if the set voltage Vd is lower than this voltage, the external battery 100 is discharged to the battery terminal 101 and attenuated through the inductance load that is not energized and the parasitic diode of the limiting element.
  • the booster circuit may be configured by a combination of an inductance load that does not greatly affect the control of the vehicle and the limiting element and the driving element, and the limiting element and the driving element related to other combinations may be turned off.
  • the present invention is not limited to the embodiments described above, and includes various modifications.
  • the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to the one having all the configurations described.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • a part or all of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware such as an integrated circuit.
  • Each of the above-described configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that realizes each function.
  • Information such as programs, tables, and files for realizing each function may be stored in a recording device such as a memory, a hard disk, or an SSD (Solid State Drive), or a recording medium such as a flash memory card or a DVD (Digital Versatile Disk). it can.
  • control lines and information lines indicate what is considered necessary for the explanation, and not all control lines and information lines on the product are necessarily shown. Actually, it may be considered that almost all the components are connected to each other. Examples of modifications of the present invention include the following (a) to (g).
  • the failure detection unit 105 including the voltage monitoring unit 103 and the current detection unit 104 is configured in the ASIC 117, but is not limited thereto, and may be embodied by software executed by the microcomputer 107.
  • the microcomputer 107 and software functions executed thereby may be embodied by the ASIC 117.
  • the drive element 110 is not limited to a MOSFET, and may be a switch element.
  • the limiting element 109 is not limited to a MOSFET, but may be a parallel circuit of a switch element and a diode, or a diode.
  • the inductive load energization control device of the present invention is not limited to a vehicle-mounted control device, and may be mounted on a moving body such as a ship, an aircraft, or the like, and further mounted on a building or a home appliance device or the like. Load energization control may be performed.
  • each limiting element may be configured by a diode.
  • the determination in step S14 in FIG. 2 is not limited to the voltage determination on the input side of the voltage regulator 106, and a determination condition may be that a predetermined time has elapsed after step S12.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Testing Of Short-Circuits, Discontinuities, Leakage, Or Incorrect Line Connections (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electronic Switches (AREA)

Abstract

La présente invention concerne un dispositif dans lequel un trajet d'alimentation électrique d'une batterie externe et un trajet de courant de reflux d'une charge inductive utilisent le même terminal, un micro-ordinateur continuant à fonctionner même après la survenue d'une défaillance d'ouverture dudit terminal. Un dispositif de commande à bord d'un véhicule 113 est pourvu : d'un terminal de batterie 101 connecté à une batterie externe 100 ; d'un régulateur de tension 106 présentant un côté d'entrée connecté au terminal de batterie 101 ; d'un condensateur d'entrée 102 situé entre le côté d'entrée du régulateur de tension 106 et une masse ; d'un élément d'attaque 110 qui commande l'excitation d'une charge d'inductance 112 ; d'un élément de limitation 109 situé entre le côté d'entrée du régulateur de tension 106 et l'élément d'attaque 110 ; d'un micro-ordinateur 107 qui commande la mise sous tension et hors tension de l'élément d'attaque 110 ; d'une unité de détection de défaillance 105 qui détermine une défaillance d'ouverture du terminal de batterie 101. Lorsqu'une défaillance d'ouverture du terminal de batterie 101 est déterminée, l'unité de détection de défaillance 105 commande l'élément d'attaque 110 et conserve une tension d'entrée Vi.
PCT/JP2017/033404 2016-10-24 2017-09-15 Dispositif de commande d'excitation de charge inductive WO2018079127A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11201463B2 (en) 2020-03-18 2021-12-14 Analog Devices International Unlimited Company Inductor discharge techniques for switch controller
WO2022270020A1 (fr) * 2021-06-23 2022-12-29 日立Astemo株式会社 Dispositif de commande électronique et procédé de commande de dispositif de commande électronique

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JPH07283797A (ja) * 1994-04-08 1995-10-27 Calsonic Corp 自動車用ノイズフィルタ
JPH0965505A (ja) * 1995-08-29 1997-03-07 Toyota Autom Loom Works Ltd バッテリーフォークリフト制御回路保護方式
US5864477A (en) * 1996-04-19 1999-01-26 Switched Reluctance Drives Limited Converter circuit for a polyphase switched inductive load
JP2015077818A (ja) * 2013-10-15 2015-04-23 三菱電機株式会社 誘導性負荷の給電制御装置
JP2015105605A (ja) * 2013-11-29 2015-06-08 株式会社デンソー 電磁弁駆動装置
JP2016141351A (ja) * 2015-02-04 2016-08-08 ボッシュ株式会社 電子制御装置のグランド断線検出方法及び電子制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07283797A (ja) * 1994-04-08 1995-10-27 Calsonic Corp 自動車用ノイズフィルタ
JPH0965505A (ja) * 1995-08-29 1997-03-07 Toyota Autom Loom Works Ltd バッテリーフォークリフト制御回路保護方式
US5864477A (en) * 1996-04-19 1999-01-26 Switched Reluctance Drives Limited Converter circuit for a polyphase switched inductive load
JP2015077818A (ja) * 2013-10-15 2015-04-23 三菱電機株式会社 誘導性負荷の給電制御装置
JP2015105605A (ja) * 2013-11-29 2015-06-08 株式会社デンソー 電磁弁駆動装置
JP2016141351A (ja) * 2015-02-04 2016-08-08 ボッシュ株式会社 電子制御装置のグランド断線検出方法及び電子制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11201463B2 (en) 2020-03-18 2021-12-14 Analog Devices International Unlimited Company Inductor discharge techniques for switch controller
WO2022270020A1 (fr) * 2021-06-23 2022-12-29 日立Astemo株式会社 Dispositif de commande électronique et procédé de commande de dispositif de commande électronique

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