JPH04303041A - Power supply controller for vehicle - Google Patents

Abstract

PURPOSE:To provide a power supply controller for a vehicle, promoting the extent of power-saving and enhancing the responsiveness of controlling electrical parts by performing a proper power supply conformed to ambient circumstances. CONSTITUTION:This is a power supply controller for a vehicle, controlling the extent of supply power for controlling electrical parts including a drive motor of a pump 23 and each solenoid of the like of solenoid valves 26, 28, 29A 29B, 30A, 30B, and it is provided with a detecting means such as a road condition detecting means 47, etc., detecting car conditions, and a supply control means consisting of a control unit UTR and a power control part 46, etc., supplying power required for drive of these controlling electric parts under this detected condition.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power supply control device for controlling power supplied to control electrical components mounted on a vehicle.

0002

[Prior Art] Conventionally, anti-skid brake control (A
A brake system having vehicle braking force control functions such as BS control and traction control is disclosed in Japanese Patent Application Laid-Open No. 61-3, for example.
As shown in Publication No. 6049, brake fluid (oil) pressure is supplementarily increased by a hydraulic pump, and the increased brake fluid pressure is supplied to the wheel brakes of each wheel via piping, and the pressure is also distributed to the piping. The brake pressure is controlled by opening and closing the electromagnetic on-off valve (electromagnetic valve), which consists of a solenoid installed in the vehicle, and prevents the wheels from locking (A
BS control) and prevents the drive wheels from slipping (traction control).

By the way, the viscosity of the brake fluid is high when the temperature is low, but decreases when the temperature is high. Therefore, when the temperature is low, the viscosity of the brake fluid increases, making it difficult for the brake fluid to flow smoothly through the pipes. . For this reason, conventionally, the drive torque of the hydraulic pump has been increased so that an appropriate brake fluid pressure can be supplied to the wheel brakes of each wheel even when the brake fluid becomes highly viscous.

[0004]Furthermore, when the temperature is low, the road surface may be frozen, and when the road surface is frozen, the wheels tend to lock or slip, and the above-mentioned ABS control and traction control are often activated.

[0005]

By the way, in order to increase the drive torque of the hydraulic pump, it is necessary to increase the electric power supplied to the hydraulic pump in advance, but when the temperature is high and the viscosity of the brake fluid When is low, there is no need to increase the driving torque of the hydraulic pump, and power is wasted.

Furthermore, when the temperature is low, it is necessary to improve the responsiveness of ABS control and traction control to reliably prevent wheel locking and slipping.

The present invention has been made in view of the above-mentioned problems, and provides power supply control for a vehicle that saves power and improves the responsiveness of control electrical components by supplying power appropriately depending on the situation. The purpose is to provide equipment.

[0008]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a power supply control device for a vehicle that controls the power supplied to control electrical components mounted on the vehicle, comprising:
The present invention is provided with a detection means for detecting the condition of the vehicle, and a supply control means for supplying electric power necessary for driving the control electric component in the detected condition.

Further, in claim 2, there is provided a detection means for detecting the state of slipperiness of the road surface, and a control electrical component when the detection means detects that the vehicle is running on the slippery road surface. A supply control means for increasing the power supplied to the power source is provided.

Further, according to a third aspect of the present invention, there is provided a detection means for detecting the viscosity of the brake fluid, and when the detection means detects that the viscosity of the brake fluid is high, the electric power supplied to the control electric component is increased. A supply control means is also provided.

[0011] Also, in claim 4, there is provided a detection means for detecting activation of the control electric component, and when the activation of the control electric component is detected by the detection means, supply of the control electric component after activation. A supply control means for controlling the power to be smaller than the power supplied at startup is provided.

Further, in claim 5, there is provided a detection means for detecting battery voltage, and a supply control means for increasing the voltage supplied to the control electric component when the detection means detects that the battery voltage is low. .

[0013]

According to the power supply control device for a vehicle according to the first aspect of the present invention, the condition of the vehicle is detected, and the electric power necessary for driving the control electric components in the detected condition is supplied.

[0014] Furthermore, according to the power supply control device for a vehicle according to claim 2, the state of slipperiness of the running road surface is detected;
When it is detected that the vehicle is running on a slippery road surface, the power supplied to the control electrical components increases.

Furthermore, according to the power supply control device for a vehicle according to claim 3, the viscosity of the brake fluid is detected, and when it is detected that the viscosity of the brake fluid is high, the power supply to the control electrical components is reduced. growing.

Further, according to the power supply control device for a vehicle according to claim 4, the activation of the control electric component is detected, and when the activation of the control electric component is detected, the power supply control device after the control electric component is activated is detected. The supplied power becomes smaller than the supplied power at startup.

According to the vehicle power supply control device according to the fifth aspect of the present invention, the battery voltage is detected, and when it is detected that the battery voltage is low, the voltage supplied to the control electric component is increased.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows an example of a vehicle equipped with a power supply control device according to the present invention. This vehicle has left and right front wheels 1L and 1R that serve as driven wheels, and left and right rear wheels 2 that serve as driving wheels.
L, 2R, and the driving force of the engine 3 is transmitted to the automatic transmission 4.
The power is transmitted to the rear wheels 2L, 2R via the propeller shaft 5, differential 6, and left and right axles 7L, 7R.

The automatic transmission 4 is composed of a torque converter 8 and a multi-speed gear mechanism 9, as is well known, and is configured to excite and demagnetize a plurality of solenoids 10 incorporated in the hydraulic circuit of the multi-speed gear mechanism 9. Shifting is performed by changing the combination of . Further, the torque converter 8 has a hydraulically operated lock-up clutch 11, and is engaged and disengaged by switching between excitation and demagnetization of a solenoid 12 incorporated in the hydraulic circuit. ing.

The solenoids 10 and 12 are controlled in accordance with a drive signal output from a control unit (not shown) for speed change control. This control unit executes predetermined shift control and lock-up control based on preset shift characteristics and lock-up characteristics as well as detection signals output from the throttle opening 40 sensor and vehicle speed sensor 41, as is well known. The control signal for the solenoid 10
, 12.

[0021] Furthermore, the front wheels 1L, 1R and the rear wheels 2L,
2R is provided with brakes 15a to 15d, respectively, and calipers 16a to 16d of each brake 15a to 15d.
Pipes 17a to 17d for supplying brake pressure are connected to the pipes 17a to 17d. The depression force of the brake pedal 18 is boosted by a booster 19 such as a hydraulic booster and transmitted to the master cylinder 20, and is transmitted to the left front wheel 1L from the first discharge port 21a of the master cylinder 20 via the pipe 17a. Brake fluid pressure is supplied to the caliper 16a of the master cylinder 20, and is also supplied to the caliper 16b of the right front wheel 1R from the second discharge port 21b of the master cylinder 20 via the piping 17b.

Brake fluid from a pump 23 is supplied to the booster 19 via a pipe 22, and the excess hydraulic pressure is returned to a reserve tank 25 via a return pipe 24. Further, a branch pipe 22a branched from the pipe 22 is connected to a confluence G with a pipe 27 described later, and the branch pipe 22a is provided with an electromagnetic on-off valve (electromagnetic valve) 26 made of a solenoid or the like. . The boosting hydraulic pressure generated in the booster 19 is supplied to the confluence G through a pipe 27, and this pipe 27 is equipped with an electromagnetic on-off valve (such as a solenoid).
A solenoid valve) 28 is provided. A one-way valve 29 is provided in the piping 27 in parallel with the electromagnetic valve 28, which allows the brake fluid to flow toward the merging portion G and prevents the brake fluid from flowing in the opposite direction.

Brake pipes 17c and 17d for the left and right rear wheels 2L and 2R are connected to the above-mentioned merging portion G, and this pipe 1
7c and 17d are provided with electromagnetic on-off valves (electromagnetic valves) 29A and 30A made of solenoids and the like. A relief passage 31L having an electromagnetic on-off valve (electromagnetic valve) 29B made of a solenoid or the like is provided downstream of the installation part of the solenoid valve 29A, and downstream of the installation part of the solenoid valve 30A. A relief passage 31R having an electromagnetic opening/closing valve (electromagnetic valve) 30B made of a solenoid or the like is disposed.

That is, each of the solenoid valves 26, 28, 29
A, 29B, 30A, 30B constitute a braking means 32 for the rear wheels 2L, 2R for performing braking force control such as anti-skid brake control (ABS control) and traction control.
Controlled by control unit UTR. When the braking force control is not performed, the solenoid valve 26 is closed, the solenoid valve 28 is opened, and the solenoid valves 29A and 3 are closed.
0A is open. As a result, the brake pedal 18
When the brake is depressed, the brake 15a for front wheels 1L and 1R is activated.
, 15b are supplied with brake fluid pressure from the master cylinder 20. Further, boosting hydraulic pressure from a hydraulic pressure booster 19 is supplied to the rear wheel brakes 15c and 15d as brake hydraulic pressure via a pipe 27.

When controlling the braking force of the rear wheels 2L and 2R, the solenoid valve 28 is closed and the solenoid valve 26 is opened in response to a control signal from the control unit UTR. And the solenoid valves 29A, 29B and the solenoid valve 30
By controlling the duty of A and 30B, the brake fluid pressure is maintained, raised, and lowered. That is, with the solenoid valve 26 open,
Brake fluid pressure is maintained when each electromagnetic valve 29A, 29B, 30A, 30B is closed. In addition, solenoid valve 29A
, 30A are open and the solenoid valves 29B, 30B are closed, the brake fluid pressure is increased, and the solenoid valve 29A is closed.
, 30A are closed and the solenoid valves 29B, 30B are open, the brake fluid pressure is reduced. And branch pipe 2
The brake fluid pressure passing through 2a is prevented from acting as a reaction force on the brake pedal 18 due to the bypass action of the one-way valve 29.

The control unit UTR is a road surface condition detecting means 4.
7 and brake control means 48, and each wheel 1L
, 1R, 2L, and 2R, a throttle valve sensor 40 detects the opening of the throttle valve 36, and a vehicle speed sensor 41 that detects the vehicle speed.
, a sub-throttle valve sensor 42 that detects the opening degree of a sub-throttle valve 37 disposed upstream of a throttle valve 36 that is opened and closed by the accelerator pedal 35, a steering angle sensor 43 that detects the steering wheel angle, and a brake fluid Output signals from a temperature sensor 44 that detects fluid temperature and a brake sensor 45 that detects that the brake pedal 18 is depressed are input.

The control unit UTR also controls the actuator 38 that drives the sub-throttle valve 37, and also controls the drive motor of the pump 23 and the solenoids of the electromagnetic valves 26, 28, 29A, 29B, 30A, and 30B depending on the situation. A control signal is output to the power control unit 46 in order to control the power supplied to the control electric parts such as the power control unit 46 and the like.

The road surface condition detecting means 47 detects the slipperiness condition of the road surface, that is, the value of the road surface μ. That is, the road surface condition detection means 47 is the wheel speed sensor 39a.
Based on the wheel speed signals from ~39d, the difference in rotational speed between the front wheels 1L, 1R and the rear wheels 2L, 2R is determined, and from this difference, the slip ratio of the rear wheels 2L, 2R, which are drive wheels, is calculated. Then, when this calculated value becomes the preset target slip value and it is detected that the maximum grip state is reached, the acceleration of the vehicle body is calculated based on the changing state of the rotational speed of the front wheels 1L and 1R, which are the driven wheels. , the value of the road surface μ is detected based on this acceleration. That is, rear wheel 2
When L and 2R are in the maximum grip state, the acceleration of the vehicle body changes according to the value of the road surface μ, so the value of the road surface μ can be detected from the acceleration of the vehicle body in the maximum grip state.

When performing traction control, the braking control means 48 controls each of the electromagnetic valves 26, 28, 29A, 29B so that the calculated value of the slip ratio becomes a preset target slip value and a maximum grip state is achieved. ,30A,30
B and the sub-throttle opening adjustment mechanism 34. In addition, when performing ABS control, the rear wheel 2L
, 2R detects the deceleration of each rear wheel from the change in rotational speed,
Comparing this deceleration with a preset reference value, each of the solenoid valves 26, 28, 29A, 29B, 30A, 3
I am trying to control 0B.

[0030] The power control unit 46 is connected to the control unit UTR.
The drive motor of the pump 23 and the solenoid valves 26, 28, 29A, 2
It controls the power supplied to control electrical parts such as solenoids 9B, 30A, and 30B.

Next, the control operation of the power supplied to the control electric components by the control unit UTR and the power control section 46 will be explained. First, a description will be given of the operation of controlling the power supply when the vehicle is traveling on a slippery road surface, such as when driving on a snowy road, frozen road surface, or rainy day. That is, when a vehicle is traveling on a slippery road surface, the wheels tend to lock or slip, and ABS control or traction control is often activated. In this case, the pump 23 and the solenoid valves 26, 28, 29A, 29B, 30A
, 30B do not operate quickly, it will be difficult to reliably prevent the wheels from locking or slipping.

Therefore, if the road surface μ value detected by the road surface condition detection means 47 is less than the first preset reference value, it is determined that the vehicle is traveling on a low μ road such as a snowy road. The control unit UTR controls the drive motor of the pump 23 and the solenoid valve 2.
Increase the power supplied to the solenoids 6, 28, 29A, 29B, 30A, and 30B to increase the power supplied to the pump 23, solenoid valve 26,
The starting torque of 28, 29A, 29B, 30A, and 30B is increased.

In this way, when driving on a low μ road, the drive motor of the pump 23 and the solenoid valves 26, 28, 29A,
By increasing the power supplied to the solenoids 29B, 30A, and 30B, the pump 23 and solenoid valves 26, 28, 29A, and 2
The starting torque of 9B, 30A, and 30B is increased to increase responsiveness to control signals from the control unit UTR, so ABS control and traction control operate quickly to reliably prevent wheel locking and slipping. be able to. Note that if the road surface μ value is not very low, the wheels are less likely to lock or slip, so if the road surface μ value is equal to or higher than the first reference value, the power supply is reduced to save power. That's what I do.

On the other hand, when the vehicle is traveling on a high μ road such as a dry asphalt road, if the brakes are applied suddenly, the wheels tend to lock, the ABS control is activated, and the brake fluid pressure increases. In this case, unless the drive torque of the pump 23 is increased, appropriate brake fluid pressure will not be supplied. For this reason,
If the ABS control is activated when the value of the road surface μ detected by the road surface condition detection means 47 is equal to or higher than a preset second reference value, the control unit UTR determines that it is a sudden brake, and controls the drive motor of the pump 23. The responsiveness of the pump 23 may be increased by increasing the supplied power.

Next, an explanation will be given of the operation of controlling the power supply depending on the viscosity of the brake fluid. The lower the temperature of the brake fluid, the higher the viscosity of the brake fluid.
, 17a to 17d will no longer flow smoothly. Therefore, if the temperature of the brake fluid detected by the temperature sensor 44 is below a preset temperature, the control unit UTR
outputs a control signal to the power control unit 46 to increase the power supplied to the drive motor of the pump 23, thereby increasing the drive torque of the pump 23.

In this way, when the temperature of the brake fluid is low, the power supplied to the drive motor of the pump 23 is increased to increase the drive torque of the pump 23, so even if the brake fluid becomes highly viscous, the power supplied to the drive motor of the pump 23 is increased. Appropriate brake fluid pressure is supplied. Note that the power supplied to the drive motor of the pump 23 may be controlled by directly detecting the viscosity of the brake fluid using a sensor.

Next, the solenoids 10 and 12, and the solenoid valve 2
The operation of controlling the supplied power according to the operating status of the solenoids 6, 28, 29A, 29B, 30A, 30B or the drive motor of the pump 23 will be described. The power consumption of these solenoids and drive motors during startup is greater than the power consumption after startup. For this reason, the control unit UTR increases the power supplied only when the solenoid or drive motor is activated, and decreases the power supplied after activation.

[0038] In this way, since the power supplied after the solenoid or the drive motor is started is reduced, it is possible to save power. Next, the operation of controlling the supply voltage according to the voltage status of the battery mounted on the vehicle will be explained. That is, the output voltage from the battery is switched by a PWM control means (not shown), smoothed, and supplied to each part. On the other hand, when the capacity of the battery decreases due to overdischarge, deterioration, etc., the current that can be supplied from the battery decreases, and the voltage of the battery decreases. In this case, PW
If M control is performed, sufficient power cannot be obtained.

For this reason, as shown in FIG.
When the supply voltage drops from VO1 to VO2, the PWM control means lengthens the switching on period to increase the supply voltage from VO1 to VO2.
(>VO1) to ensure the desired power supply.

In this manner, when the capacity of the battery decreases and the voltage of the battery decreases, the supply voltage is increased, so that it is possible to prevent a decrease in the driving force of the control electric parts etc. due to insufficient supply power.

The power supply is controlled by the drive motor of the pump 23 and the solenoid valves 26, 28, 29A, 29B, 30.
The power supply is not limited to the electric power supplied to control electric parts such as solenoids A and 30B, and for example, the power supply is controlled to a solenoid provided in a piston rod for switching the suspension characteristics of a suspension mechanism. You can do it like this.

[0042]

Effects of the Invention As explained above, according to the present invention, the electric power necessary for driving the control electric parts in the detected vehicle situation is supplied, so that it is possible to save power and to control the electric parts. The responsiveness of electrical components can be improved.

[0043] Furthermore, when the vehicle is running on a slippery road surface, the power supplied to the control electric parts increases.
The responsiveness of control electrical components is increased, and ABS control and traction control operate quickly to reliably prevent wheel locking and slipping.

Furthermore, when the viscosity of the brake fluid is high, the power supplied to the control electrical components increases, so that even if the brake fluid becomes highly viscous, an appropriate brake fluid pressure is maintained.

Furthermore, since the power supplied to the control electric component after activation is smaller than the power supplied at the time of activation, it is possible to save power.

Furthermore, since the supply voltage increases when the battery voltage is low, even if the battery capacity decreases due to over-discharge or deterioration, the driving force of the control electrical components is prevented from decreasing due to insufficient supply power. Can be done.

[Brief explanation of the drawing]

FIG. 1 is an overall system diagram showing an embodiment of a power supply control device according to the present invention.

FIG. 2 is a timing chart showing the operation of the power control section according to the present invention.

[Explanation of symbols]

1L, 1R Driven wheels (front wheels) 2L, 2R Driving wheels (rear wheels) 10, 12 Solenoids 15a to 15d Brakes 16a to 16d Calipers 39a to 39d Wheel speed sensor 23 Pumps 26, 28, 29A, 29B, 30A, 30B Electromagnetic type on-off valve (electromagnetic valve) 44 Temperature sensor 46 Power control section (supply control means) 47 Road surface condition detection means (detection means) 48 Braking control means

Claims (5)

[Claims] Claim 1: A power supply control device for a vehicle that controls power supplied to control electrical components mounted on the vehicle, comprising: a detection means for detecting a state of the vehicle; and a detection means for detecting the state of the vehicle; 1. A power supply control device for a vehicle, comprising a supply control means for supplying power necessary to drive control electrical components. 2. Detecting means for detecting the slipperiness of a road surface, and a means for controlling the supply of electric power to control electrical components when the detecting means detects that the vehicle is running on a slippery road surface. 2. The power supply control device for a vehicle according to claim 1, further comprising supply control means for increasing the power supply. 3. A detection means for detecting the viscosity of the brake fluid; and a supply control means for increasing the power supplied to the control electric component when the detection means detects that the viscosity of the brake fluid is high. The power supply control device for a vehicle according to claim 1, further comprising: a power supply control device for a vehicle according to claim 1. 4. Detection means for detecting activation of the control electric component; and when the detection means detects the activation of the control electric component, the supply power after activation of the control electric component is adjusted to a value at the time of activation. 2. The power supply control device for a vehicle according to claim 1, further comprising a supply control means for controlling the power to be smaller than the power to be supplied. 5. The present invention further comprises: a detection means for detecting battery voltage; and a supply control means for increasing the voltage supplied to the control electric component when the detection means detects that the battery voltage is low. Claim 1
A power supply control device for the vehicle described.