WO2019073510A1

WO2019073510A1 - Control device for vehicle electric load

Info

Publication number: WO2019073510A1
Application number: PCT/JP2017/036608
Authority: WO
Inventors: 明彦山下; 達也古▲瀬▼; 桑村　誠
Original assignee: 本田技研工業株式会社; メレキシステクノロジーズエヌヴィ
Priority date: 2017-10-10
Filing date: 2017-10-10
Publication date: 2019-04-18
Also published as: JPWO2019073510A1; JP6880219B2

Abstract

Provided is a control device for vehicle electric load capable of reducing noise originating in current interruption. The control device (10) for vehicle electric load comprises: a vehicle electric load (3); a first switch (SW1) for registering an ON or OFF input to the vehicle electric load (3); a second switch (SW2) for energizing and thereby driving the vehicle electric load (3); and a control unit (11) for controlling the driving by the second switch (SW2) on the basis of the input registered by the first switch (SW1). The control device (10) for vehicle electric load is characterized in that when the input registered by the first switch (SW1) is switched from ON to OFF, the control unit (11) performs control to stop the driving by the second switch (SW2) if the electric current in the vehicle electric load (3) has been determined to be small.

Description

Electric load control device for vehicle

The present invention relates to a vehicular electric load control device capable of reducing noise caused by current interruption.

There are various noise reduction techniques for in-vehicle devices. For example, in Patent Document 1, a microcomputer, an IC that constitutes an electronic control unit to prevent the electronic control unit from malfunctioning due to noise generated by a direction indicator (turn signal lamp) or the like as a control target by the electronic control unit. And a method of switching the operating voltage to the DRAM.

In Patent Document 1, specifically, the lighting operation and turning off operation of a direction indicator or the like are defined in advance as noise generation operation, and the operation voltage of the electronic control unit is increased from low voltage to high before the time of the noise generation operation. By switching to the voltage and switching the operating voltage of the electronic control unit from the high voltage to the low voltage after the time of the noise generation operation, the electronic control unit is brought into the high voltage operation state in the noise generation operation. The electronic control unit is prevented from malfunctioning due to noise.

JP, 2010-284020, A

However, in the conventional technology such as the method of Patent Document 1, there is a problem that the noise itself can not be reduced.

For example, in a vehicle electrical load controlled by intermittent energization such as a horn, a large drive current remains at the moment when the drive is stopped by turning off the switch (in the case of a horn, the ringing is stopped). And, noise due to the current interruption occurs. However, in the prior art, such noise could not be reduced.

SUMMARY OF THE INVENTION In view of the above-described problems of the prior art, an object of the present invention is to provide a vehicular electrical load control device capable of reducing noise caused by current interruption.

In order to achieve the above object, the present invention provides a vehicle electric load (3), a first switch (SW1) that receives an on or off input to the vehicle electric load (3), and the vehicle electric load ( 3) A second switch (SW2) which is driven by energizing and a control unit (11) which controls driving by the second switch (SW2) based on an input received in the first switch (SW1) In the vehicle electric load control device (10), the control unit (11) may switch the vehicle electric load when the input received at the first switch (SW1) is switched from on to off. A first feature is to control to stop driving by the second switch (SW2) on condition that the current in (3) is determined to be small.

Further, according to the present invention, when the input received at the first switch (SW1) is switched from on to off, the control unit (11) determines that the current in the electric load for vehicle (3) is small. If not, the drive by the second switch (SW2) is continued, and when it is determined that the current is small, control to stop the drive by the second switch (SW2) is stopped. It is the feature of

The present invention further includes a monitoring unit (12) for monitoring communication between the control unit (11) and a control target (5) other than the vehicle electric load (3), the first switch (12) When the communication received does not exist when the input received in SW1 switches from on to off, the control unit (11) does not determine that the current in the electric load for vehicle (3) is small, A third feature is to control to stop the driving by the second switch (SW2).

Further, according to the present invention, a resistance component exists between the second switch (SW2) and the electric load for vehicle (3) (P3, P4), and the control unit (11) determines the target to be determined A fourth feature is to acquire the current in the vehicle electric load (3), which is

Further, according to the present invention, the second switch (SW2) is configured as a field effect transistor, and the control unit (11) determines the current in the vehicle electric load (3) to be determined as the electric field. The fifth feature is to obtain from the voltage (P1, P2) between the source and the drain of the effect transistor.

Further, according to a sixth aspect of the present invention, the vehicle electric load (3) is a horn.

Power is supplied to the vehicle electric load (3), the first switch (SW1) for receiving the on / off input to the vehicle electric load (3), and the vehicle electric load (3) according to the present invention And a control unit (11) for controlling the drive by the second switch (SW2) based on the input received by the first switch (SW1). In the load control device (10), when the input received at the first switch (SW1) is switched from on to off, the control unit (11) has a small current in the vehicle electric load (3). According to the first feature that the drive by the second switch (SW2) is controlled to stop on condition that it is determined that the following effects can be achieved. That.
The noise caused by the current interruption is reduced by controlling to stop the driving by the second switch (SW2) on the condition that the current in the electric load for vehicle (3) is determined to be small. Can.

The control unit (11) according to the present invention is determined that the current in the vehicular electric load (3) is small when the input received in the first switch (SW1) is switched from on to off. In the second feature, the drive by the second switch (SW2) is continued if there is not, and the drive by the second switch (SW2) is controlled to stop when the current is determined to be small. According to this, it is possible to reduce the noise caused by the current interruption.

The first switch (SW1) according to the present invention further includes a monitoring unit (12) for monitoring communication between the control unit (11) and a control target (5) other than the vehicle electric load (3). When the communication received does not exist when the input received at the on state is switched from on to off, the control unit (11) does not determine that the current in the electric load for vehicle (3) is small; According to the third feature of controlling to stop the driving by the second switch (SW2), the noise due to the current interruption is reduced only when the communication exists, and when the communication does not exist. By omitting the noise reduction processing, the noise reduction processing can be performed only when it is necessary.

A resistance component exists between the second switch (SW2) and the electric load for vehicle (3) of the present invention (P3, P4), and the control unit (11) becomes the target to be determined According to the fourth feature in which the current in the vehicle electric load (3) is acquired from the resistance component, the determination by the control unit (11) can be performed based on the acquired current.

The second switch (SW2) of the present invention is configured as a field effect transistor, and the control unit (11) controls the current in the vehicle electric load (3) to be determined as the field effect transistor. According to the fifth feature of acquiring from the voltage between the source and the drain (P1, P2), the determination by the control unit (11) can be performed based on the acquired current.

According to the sixth feature of the present invention that the vehicle electric load (3) is a horn, noise due to current interruption when the horn is operated from on to off can be reduced.

It is a schematic diagram of the wiring relation in the two-wheeled motor vehicle which can apply the electric load control apparatus for vehicles of this invention. 1 is a circuit diagram of a vehicular electric load control device according to an embodiment. It is a flowchart of operation | movement of the electrical load control apparatus for vehicles which concerns on one Embodiment. It is a figure which shows typically the effect of the noise reduction by this invention.

FIG. 1 is a schematic view of a wiring relationship in a motorcycle to which the electric load control device for a vehicle of the present invention can be applied. As a partial configuration of the motorcycle 20, the horn 3 and a first switch SW1 configured as a button or the like for turning on and off the horn 3 when the occupant performs an on / off operation, a CPU, and a memory An ECU (engine control unit) 1 configured to include (not shown) and the like to perform various controls including control of the sound of the horn 3 and a meter 5 to perform various displays regarding the vehicle speed and other conditions of the motorcycle 20 And.

The meter 5 is configured to include a CPU responsible for display control in itself, a memory (not shown), and the like, and the CPU for the meter 5 serially communicates with the ECU 1 through the wiring L5. The wiring L5 may be configured by a plurality. Further, the ECU 1, the horn 3 and the first switch SW1 are configured to be able to control the noise of the horn 3 by being connected through the wiring L3.

Here, as schematically shown in FIG. 1, since at least a part of the wirings L3 and L5 are disposed close to and in parallel with each other, the wiring L3 is connected to the ringing control of the horn 3. When noise appears, the influence of the noise also appears on the parallel wiring L5. According to the electric load control device for a vehicle of the present invention, among the noise appearing with the sound control of the horn 3, the noise appearing particularly in the wiring L3 when the horn 3 switches from on to off can be reduced. The influence of noise on the parallel wiring L5 can also be reduced. Thus, even when the sound control of the horn 3 is switched from on to off, communication on the wiring L5 (communication between the ECU 1 controlling the horn 3 and the CPU of the meter 5) is normally performed without being affected by noise. It is possible to continue.

FIG. 2 is a circuit diagram of the vehicular electric load control device 10 according to one embodiment. As shown in FIG. 2, FIG. 2 is a circuit diagram, but a part thereof is also represented as a circuit diagram and also as a functional block diagram. As illustrated, the vehicular electric load control device 10 includes a first switch SW1, an ECU 1, a second switch SW2, a horn 3, a detection unit 4, a meter 5, and a battery B.

As described above, the first switch SW1 receives the on / off operation of the horn 3 from the occupant.

The ECU 1 includes a control unit 11 and a monitoring unit 12 as its functional configuration. When the first switch SW1 operated by the occupant is in the on state, the control unit 11 turns on the second switch SW2 to blow the horn 3 and the first switch SW1 operated by the occupant is in the off state. When the second switch SW2 is off, the ringing of the horn 3 is stopped.

In the control unit 11, particularly, the horn current in the horn 3 is large at the threshold determination at the moment when the first switch SW1 is switched from the on state to the off state by the operation of the occupant, as described in detail with reference to FIG. When it is determined that the second switch SW2 is turned on, the second switch SW2 is switched to the off state when it is determined that the horn current has become zero (small in the threshold determination). And noise due to current interruption can be reduced.

The detection unit 4 detects a horn current. The above-described noise reduction control of the control unit 11 can be performed by the horn current detected by the detection unit 4. Each embodiment of horn current detection by the detection unit 4 will be described after the description of each unit in FIG. 2 is given below.

The monitoring unit 12 monitors the presence or absence of communication between the ECU 1 and the meter 5.

The second switch SW2 can be configured as a FET (field effect transistor) element, and the control unit 11 applies a constant voltage to its gate G to be turned on, thereby the horn 3 connected to the drain D side. Supply horn current to make horn 3 sound. The battery B connected to the source S side of the second switch SW2 provides a power source for the second switch SW2 to supply the horn current.

The horn 3 is provided with the coil 31, the horn internal contact 32, and the ringer 33 so that the horn 3 sounds like the existing method in general horns. That is, (1) The coil 31 to which electricity is supplied constitutes an electromagnet, and the coil 31 as the electromagnet which is supplied with electric current attracts the diaphragm of the buzzing part 33 which includes the diaphragm or the like (not shown) After that, the horn internal contact 32, which is configured to be pushed open by the diaphragm displaced by a predetermined distance or more from the start position, is opened, and the current is cut off. (2) After the current is cut, the diaphragm returns to its original position by elastic force, the horn internal contact 32 is closed again, and the coil 31 becomes an electromagnet. By repeating the above (1) and (2), the diaphragm vibrates and the horn 3 makes a noise. The diaphragm etc. which comprise the ringer part 33 may be comprised so that a member may be collided in the case of the said vibration, and an impact sound may be emitted.

When the horn 3 is intermittently energized by the intermittent closing and opening of the horn internal contact 32 as such a mechanical contact, the horn 3 continues the ringing while the second switch SW2 is on. .

The detection unit 4 detects the horn current flowing in the horn 3 as described above. The detection unit 4 can be configured as a voltage detection circuit, and as shown in FIG. 2, the horn current can be detected by specifically detecting the voltage at any one of the following positions 1 to 3.

(Position 1) A voltage between the source S and the drain D of the second switch SW2 configured as an FET (voltage between points P1 and P2 in FIG. 2) is detected, and a horn current is detected from a known on-resistance in advance. .
(Position 2) A dedicated resistor for voltage detection is provided at an arbitrary position on the wiring L3 in which the horn current is flowing, a voltage drop in the dedicated resistor is detected, and the horn current is To detect. For example, the horn current is detected by providing a dedicated resistance (not shown) between points P3 and P4 (an intermediate position between the second switch SW2 and the horn 3) shown in FIG.
(Position 3) The voltage between the coils 31 (the voltage between the points P4 and P5 in FIG. 2) is detected, and the horn current is detected in advance from the known coil resistance.

As described above with reference to FIG. 1, the meter 5 has a function of displaying the speed and other conditions of the motorcycle 20 to the occupant, and includes the CPU for the meter 5 for controlling the processing to be displayed. And perform serial communication with the ECU 1. The monitoring unit 12 monitors whether or not the serial communication is being performed.

FIG. 3 is a flowchart of the operation of the vehicular electric load control device 10 according to an embodiment.

The flow in FIG. 3 is started with the first switch SW1 and the second switch SW2 turned off, and when the flow is started, the control unit 11 turns on the first switch SW1 in step S1. It is determined whether or not the on-operation has been performed, and if the on-operation has been performed, the process proceeds to step S2, and if it is not performed, the process remains in step S1 and waits until the on-operation is performed.

In step S2, the control unit 11 applies a constant voltage to the gate G to turn off the second switch SW2 from the off state to the on state, and the process proceeds to step S3. In step S3, the control unit 11 determines whether or not the operation to switch the on state to the off state has been performed by the occupant on the first switch SW1. If the determination is affirmative (ie, the first switch SW1 is off) And when the determination is negative (ie, when the first switch SW1 is in the on state), the process proceeds to step S4.

In step S4, the control unit 11 continues the control in which the second switch SW2 is kept in the on state, and then returns to step S3. (Control to keep the on state in step S4 is continued from the most recent step S2 onwards.)

In step S5, the control unit 11 determines whether the horn current (absolute value) detected by the detection unit 4 at the moment is equal to or less than a threshold, that is, whether the value of the horn current is determined to be zero by the threshold. If the determination is negative (ie, it is determined that the horn current has a constant magnitude and is not zero), the process proceeds to step S6, and the positive determination (ie, the horn current is sufficiently small and zero) (When it is determined that), the process proceeds to step S7.

In step S6, as in step S4, the control unit 11 continues the control in which the second switch SW2 is kept in the on state, and then returns to step S5 in order to make the above determination again for the next moment. (Control to keep the on state in step S6 is continued from the most recent step S2 onwards.)

In step S7, the control unit 11 controls the switching of the second switch SW2 from the on state to the off state, that is, continues from the last step S2 onward to the time point until the step S7. After performing control to release the constant voltage that has been applied to (to apply a voltage of zero to the gate G), the process returns to step S1.

As mentioned above, according to the electric load control device 10 for vehicles of the present invention which operates according to the flow of Drawing 3, it is possible to reduce noise as follows. That is, when it is determined that the horn current remains at the time when the first switch SW1 is switched from on to off by the operation of the occupant, the horn current becomes zero by repeating the process from step S5 to S6. It is possible to prevent momentary interruption of the horn current with a large value and reduce noise by waiting until the time when it is determined that the second switch SW2 is turned off at step S7. It becomes.

FIG. 4 is a view showing a typical example of the effect of the noise reduction by the above-described electric load control device 10 for a vehicle according to the present invention as [1] and a comparative example [2] when the method of the present invention is not applied is there. In both [1] and [2], as the periodic signal waveform is shown on the upper stage side, the switch-off operation as shown as the horn current on the lower stage side is performed when serial communication is performed by the wiring L5 An example waveform is shown when there is a.

That is, in the case of [1] to which the present invention is applied, in the communication line voltage shown on the upper side, that is, the waveform of serial communication in the wiring L5, the second switch SW2 shown on the lower side as the horn current waveform is switched off. Although it is affected by some noise at near time t1 of the previous time, the influence is small. On the other hand, in the case of [2] shown as a comparative example, in the communication line voltage shown on the upper side, that is, the waveform of serial communication in the wiring L5, the second switch SW2 shown on the lower side as the horn current waveform is switched off. At near time t2 of the time, a large noise is received due to the current interruption. In particular, at the portion indicated by the arrow A2, the communication line voltage, which should be configured as a periodic waveform, is inverted due to large noise, and interference with the communication frequency is observed. .

Hereinafter, supplementary explanation in the present invention will be described separately as (1) to (3).

(1) The present invention is not necessarily limited to the horn 3 but is also applicable to the case of replacing the horn 3 with an arbitrary electric load for a vehicle having the same characteristic as that in the configuration of FIG. That is, as described above, any vehicle electric load which is driven by direct current by the second switch SW2 and operates by being intermittently energized and closed by intermittent closing and opening by being constituted by mechanical contacts and the like as the horn 3 , The noise reduction method according to the present invention can be applied. In this case, the ECU 1 serves to control the vehicle electric load.

Similarly, the wiring L5 as a communication line between the ECU 1 and the CPU of the meter 5 as an object whose noise influence is reduced is merely an example, and is affected by the noise of the wiring L3 of the horn 3 as an object to be controlled by EUC1. The noise reduction effect according to the present invention can be obtained at any place where it is possible. That is, even if the meter 5 is replaced with a control target in a vehicle controlled by any other CPU, the present invention is similarly applicable.

(2) Although the case where the vehicle electric load control device 10 of the present invention is mounted and applied to the motorcycle 20 has been described with reference to FIG. 1, the present invention is not limited to a two-wheeled vehicle but any vehicle such as four wheels or three wheels The electric load control device 10 for vehicles of the present invention is similarly applicable.

(3) The following is possible as an additional embodiment using the monitoring unit 12. That is, the monitoring unit 12 constantly monitors whether or not serial communication is being performed on the wire L5 as a communication line between the ECU 1 and the CPU of the meter 5, and the time when step S5 in FIG. 3 is reached is If it is time that serial communication that is constantly monitored is not being performed, the determination of the threshold value of the horn current in step S5 may be omitted, and step S5 may always be performed from step S5.

When communication is not performed in the wiring L5, it is considered that there is no particular influence even if noise is generated due to a momentary loss of a large horn current. Therefore, according to the additional embodiment, noise is reduced only when necessary. Processing can be performed. Note that the presence or absence of communication in the wiring L5 may be determined based on the presence or absence of transmission / reception of data of a predetermined format between the CPUs.

DESCRIPTION OF SYMBOLS 10 ... Electric load control apparatus for vehicles, SW1 ... 1st switch, SW2 ... 2nd switch, B ... Battery, 1 ... ECU, 11 ... Control part, 12 ... Monitoring part, 3 ... Horn, 4 ... Detection part, 5 ... Meter

Claims

Electric load for vehicle (3),
A first switch (SW1) for receiving an on / off input to the vehicle electrical load (3);
A second switch (SW2) driven by energizing the vehicle electrical load (3);
A control unit (11) for controlling a drive by the second switch (SW2) based on an input received in the first switch (SW1);
The condition that the control unit (11) determines that the current in the vehicular electric load (3) is small when the input received in the first switch (SW1) is switched from on to off The vehicle electrical load control device is controlled to stop driving by the second switch (SW2).
When the input received at the first switch (SW1) is switched from on to off when the control unit (11) determines that the current in the electric load for vehicle (3) is not small. The driving by the second switch (SW2) is continued, and when it is determined that the current is small, the driving by the second switch (SW2) is controlled to stop. Electrical load control device for vehicles.
It further comprises a monitoring unit (12) that monitors communication between the control unit (11) and a control target (5) other than the vehicle electrical load (3),
If the communication does not exist when the input received in the first switch (SW1) is switched from on to off, the control unit (11) determines that the current in the vehicle electric load (3) is small. The electric load control device for a vehicle according to claim 1, wherein control is performed to stop driving by the second switch (SW <b> 2) even if not.
A resistive component exists between the second switch (SW2) and the vehicular electric load (3) (P3, P4),
The electric vehicle according to any one of claims 1 to 3, wherein the control unit (11) acquires a current in the electric load for vehicle (3) to be determined from the resistance component. Load control device.
The second switch (SW2) is configured as a field effect transistor,
The control unit (11) is characterized in that the current in the vehicle electric load (3) to be determined is acquired from the voltage (P1, P2) between the source and the drain of the field effect transistor. An electric load control device for a vehicle according to any one of claims 1 to 3.
The electric load control device for a vehicle according to any one of claims 1 to 5, wherein the vehicle electric load (3) is a horn.