JP7123474B2 - vehicle controller - Google Patents

Description

The present invention includes an idling stop control function that stops the engine when a predetermined engine stop condition is satisfied and restarts the engine when a predetermined engine restart condition is satisfied, and opens and closes the power slide door based on the power slide door opening/closing operation. It relates to a vehicle control device having a power sliding door control function.

Conventionally, when an idling stop vehicle starts the engine by turning on an IG (ignition) switch, after that, idling stop control is executed until the engine is stopped by turning off the IG switch, and a predetermined engine stop condition is satisfied. automatically stops the engine by , and automatically restarts the engine when a predetermined engine restart condition is satisfied.

In a vehicle equipped with such an idling stop control function, if the door on the rear seat side is a power sliding door, and if there is a power sliding door opening/closing operation such as operating a power sliding door switch, the power sliding door control unit will operate the power sliding door. A function of driving a motor and executing power sliding door control to open and close the power sliding door by the driving force of the power sliding door motor is also installed (see Patent Document 1).

JP 2013-72302 (paragraph 0002-0004 etc.)

By the way, in a vehicle equipped with both functions of idling stop control and power sliding door control, idling stop control is controlled by an idling stop ECU (ECU: Electronic Control Unit) having a microcomputer configuration as an idling stop control section, and power sliding door control. is configured to be controlled by a power sliding door ECU having a microcomputer configuration as a power sliding door control section, and information is exchanged between these ECUs and other ECUs that control other sections by CAN (Controller Area Network) communication. done.

At this time, when the remaining capacity of the battery is too low, the idling stop ECU must prohibit execution of the idling stop control and give priority to charging the battery in order to protect the battery. Therefore, the idling stop ECU collects and integrates information about the current consumption of the battery from the power sliding door ECU and other ECUs, and constantly calculates the charging rate and charging state of the battery (hereinafter referred to as SOC (State Of Charge)). It is determined whether or not to prohibit the execution of the idling stop control.

However, when the IG switch is off, the idling stop ECU is at rest, i.e., the power is off. Therefore, the idling stop ECU cannot integrate the total current consumption of the battery in each part while the IG switch is off, and the battery's SOC cannot be accurately determined. In particular, the motor used to open and close the power slide door while the ignition switch is off consumes a particularly large amount of battery current. increases, the SOC managed by the idling stop ECU largely deviates from the actual SOC of the battery.

Therefore, conventionally, the off time of the IG switch is counted by, for example, a timer, and the length of the off time of the IG switch and the number of times the power slide door is opened and closed according to the length of the off time are predicted in advance, and the predicted opening and closing is performed. For each number of times, the value of the battery consumption current proportional to this is mapped and stored in a memory, etc., and the battery consumption current corresponding to the IG switch off time by the timer is read from the memory map, and the IG switch It is conceived to transmit battery current consumption associated with opening and closing the power sliding door while the power sliding door is off to the idling stop ECU, and the idling stop ECU integrates the battery consumption current.

However, even if the IG switch-off time is counted by a timer in this way and the current consumption corresponding to the predicted number of times the power slide door is opened and closed corresponding to the counted IG switch-off time is read from the map, the counted IG switch-off time Since there is a discrepancy between the predicted number of power sliding door openings and closings corresponding to the IG switch off time and the actual number of openings and closings of the power sliding door, the battery consumption associated with the opening and closing of the power sliding door predicted according to the IG switch off time The current consumption is different from the actual current consumption, and when the IG switch is turned on after that, an error occurs between the battery current consumption accumulated by the idling stop ECU and the actual cumulative battery consumption current, resulting in an accurate battery consumption. There is a possibility that the SOC cannot be derived, the execution of idling stop control cannot be prohibited when it should be prohibited, and the battery cannot be reliably protected.

Also, even if the CAN communication between each ECU is configured to start when the IG switch is turned on, there is a delay of about 500 msec from when the IG switch is turned on until the CAN communication is actually started or restarted. If the IG switch is repeatedly turned on and off in a short period of time, so-called malicious operation of the IG switch, even if the battery consumption current data is sent from the power slide door ECU to the idling stop ECU by turning the IG switch on. If the IG switch is turned off before the communication delay time (500 msec) elapses, the power to the idling stop ECU is immediately cut off and returns to a resting state, making it impossible to receive data from the power sliding door ECU. A problem arises in that the idling stop ECU cannot correctly integrate the current consumption of the battery.

To accurately integrate current consumption accompanying opening/closing of a power sliding door while an ignition switch is off, and to accurately accumulate current consumption accompanying opening/closing of the power sliding door even if the ignition switch is maliciously operated. The purpose is to

In order to achieve the above object, the vehicle control device of the present invention includes an idling stop control section that stops the engine when a predetermined engine stop condition is satisfied and restarts the engine when a predetermined engine restart condition is satisfied; and a power sliding door control unit that opens and closes the power sliding door based on a power sliding door opening/closing operation, wherein the power sliding door control unit controls battery power consumption accompanying opening and closing of the power sliding door during an ignition switch off period. deriving means for deriving and holding the current consumption; and communication means for transmitting the data on the current consumption held by the deriving means to the idling stop control unit at the timing of the next turn-on of the ignition switch. , the idling stop control unit receives the data of the current consumption transmitted from the communication means at the timing when the ignition switch is turned on next time, and integrates it into the total current consumption of the battery; sending means for sending a completion signal when the accumulation processing by the accumulating means is completed; and when the communication means receives the completion signal from the sending means, the deriving means retrieves the held current consumption data. It is characterized by clearing.

According to the present invention, the data of the current consumption of the battery associated with the opening and closing of the power slide door during the ignition switch OFF period is reliably transmitted to the idling stop control unit at the next ignition switch ON timing, so that the idling stop By means of the integrating means of the control unit, it is possible to integrate the transmitted current consumption as the total current consumption of the battery. It becomes possible to accurately derive the SOC of the battery.

In addition, when the integration of the current consumption by the integration means of the idling stop control unit is completed, a completion signal is transmitted from the transmission means, and this completion signal is received by the communication means of the power slide door control unit, so that the derivation means holds the power consumption current. In other words, unless a completion signal is sent from the sending means and the completion signal is received by the communication means of the power sliding door control unit, the current consumption held in the deriving means is cleared. data is not cleared, so if the ignition switch is turned on and off repeatedly in a short period of time, the ignition switch is turned off before the communication delay time (e.g. 500msec) elapses. Even if it is done, the data of the current consumption held in the derivation means will continue to be held without being cleared, so if the ignition switch is turned off after the communication delay time has elapsed from the ignition switch on, idling stop By shifting the control unit from the sleep state to the operation state, the integration means of the idling stop control unit can correctly receive and integrate the current consumption data associated with the opening and closing of the power slide door while the ignition switch is off. , the SOC of the battery can be derived with high accuracy.

1 is a block diagram of one embodiment of a vehicle control device of the present invention; FIG. FIG. 2 is a flowchart for explaining the operation of FIG. 1; FIG.

Next, in order to describe the present invention in more detail, one embodiment of the present invention will be described in detail with reference to FIGS. 1 and 2. FIG.

FIG. 1 shows a block configuration of a vehicle control device provided in an idling stop vehicle 1. The idling stop vehicle 1 uses a lead battery with a relatively small capacity of 12 V as a power supply in order to reduce weight and size. 2. A negative terminal of the battery 2 is connected to the vehicle body of the idling stop vehicle 1 .

In FIG. 1, 3 is an engine of the idling stop vehicle 1, 4 is a CVT on the transmission side of the engine 3, and a torque converter (including a lockup clutch mechanism) 5 is interposed between the engine 3 and the engine 3.

6 is a starter for starting the engine 3 and is fed with power from the battery 2 via a relay 7 . A battery sensor 8 is provided close to the battery 2 between the positive terminal of the battery 2 and the relay 7 to detect the temperature and current of the battery 2 . Reference numeral 9 denotes an alternator to which the rotational force of the engine 3 is transmitted via a belt 10, which charges the battery 2 with power generated while the vehicle is running.

11 is an idling stop ECU (Electronic Control Unit) corresponding to an idling stop control unit that controls idling stop control, 12 is an engine ECU that controls engine control, 13 is ABS (antilocked braking system) ABS ECU that controls control, and 14 controls CVT. 15 corresponds to the PSD control unit that controls the power slide door (hereinafter referred to as PSD (Power Slide Door)) that automatically opens and closes the power slide door provided on the rear seat side of the vehicle. Each ECU 11 to 15 is formed by a microcomputer or the like, and exchanges information via a communication bus 16 such as CAN.

Reference numeral 17 denotes a PSD opening/closing switch. Based on the operation of the PSD opening/closing switch 17 (power slide door opening/closing operation), the PSD motor (not shown) is driven by the PSDECU 15 to automatically open/close the power slide door. Further, 19 is a wheel speed sensor which gives the ABS ECU 13 detection information of the vehicle speed, and 20 is a hydraulic pressure sensor which gives the ABS ECU 13 the detection information of the master cylinder pressure of the brake mechanism.

The general control and operation of the idling stop vehicle 1 will be described. When the driver turns on an ignition (IG) switch (not shown) to command engine start, the signal of the IG switch is transmitted to the communication bus 16, for example. Based on this input, the idling stop ECU 11 instantaneously energizes the relay 7 to turn it on, supplies power from the battery 2 to the starter 6 to start the starter 6, and the stopped engine 3 (initial start). Once the engine 3 is started and the battery 2 is once charged to a fully charged state by the power generated by the alternator 9, the idling stop ECU 11 executes idling stop control until the engine 3 is stopped by turning off the IG switch. do.

The idling stop ECU 11 receives, via a communication bus 16, information from the engine ECU 12 (engine information such as engine speed and cooling water temperature), information such as the current and temperature of the battery 2, vehicle speed detected by the ABS ECU 13, master cylinder pressure, and the like. , lock-up clutch information of the CVTECU 14, information of switches (not shown) such as a stop lamp switch, a courtesy switch, etc. in various parts of the vehicle are inputted.

Based on these pieces of information, when the idling stop ECU 11 during idling stop control detects that the driver depresses the brake pedal according to a traffic light red light or the like and that the master cylinder pressure is equal to or higher than a predetermined depression pressure. , By confirming the establishment of a predetermined stop condition for idling stop control (for example, the condition that the stop lamp is lit and the vehicle speed is below a predetermined speed), the vehicle speed is reduced to a predetermined speed or less even if the vehicle does not stop completely. Then, the engine ECU 12 is commanded to stop the engine, and the engine ECU 12 throttles the fuel throttle to automatically stop the engine 3 .

Next, when it is detected that the driver removes his foot from the brake pedal such as when the traffic light turns green and the master cylinder pressure drops to a predetermined release pressure, the idling stop vehicle 1 restarts the idling stop control in a predetermined manner. By confirming that a condition (for example, the condition that the stop lamp is off and the door is closed) is established, the idling stop ECU 11 instantaneously energizes the relay 7 to turn it on, and supplies power from the battery 2 to the starter 6. Power is supplied to start the starter 6, and the stopped engine 3 is automatically restarted.

Thereafter, the automatic stop of the engine 3 based on the establishment of a predetermined stop condition during deceleration and the automatic restart of the engine 3 based on the establishment of a predetermined restart condition are alternately performed.

By the way, as described above, when the PSD open/close switch 17 is operated (power slide door opening/closing operation) by a passenger or the like, the PSD ECU 15 executes PSD control, drives the PSD motor, and automatically opens/closes the power slide door. This PSD control is configured to be executed even when the IG switch is in the OFF state. The current consumption of the PSD motor, etc., under PSD control when the IG switch is off is the total current consumption of the battery 2, which is the same as the current consumption of the PSD motor, etc., when the IG switch is on, and the current consumption of other parts. The stop ECU 11 integrates the current, and the PSDECU 15 has a function as deriving means for deriving the consumption current of the PSD motor or the like in the PSD control when the IG switch is off.

Specifically, a counter is provided to detect and count the number of times the power slide door is opened and closed while the IG switch is off. A value is obtained experimentally in advance, and the number of opening/closing times counted by the counter is multiplied by the previously obtained current value to derive the current consumption of the PSD motor, etc., under PSD control when the IG switch is off. , and the derived current consumption data is temporarily held in the internal memory of the PSDECU 15 .

At this time, the value of the current consumed for opening and closing the power sliding door once can be obtained in advance by measuring the current consumed by opening and closing the power sliding door multiple times and calculating the average value. Moreover, since there is no big difference compared to the value of current consumption actually measured in real time, by multiplying the number of times of opening and closing counted by the counter by the value of current consumption obtained experimentally in advance, the conventional , the length of the IG switch OFF time and the number of times the power slide door is opened and closed during that OFF time are predicted in advance, and the power slide door opening and closing corresponding to the IG switch OFF time actually counted by the timer. Compared to the case of deriving the consumption current corresponding to the predicted number of times, the error from the actual measurement consumption current is remarkably small, and when deriving the SOC of the battery 2, the SOC of the battery 2 can be derived more accurately. be able to. As a result, when the SOC of the battery 2 is lowered to a value at which the execution of the idling stop control is prohibited and the battery 2 should be protected, the execution of the idling stop control by the idling stop ECU 11 is reliably prohibited to protect the battery 2. can be protected.

Furthermore, the PSDECU 15 is also provided with a function as a communication means for transmitting the data of current consumption held in the memory to the idling stop ECU 11 by CAN communication via the communication bus 16, so that the IG switch in the off state is turned on. Data on the current consumption of the memory is transmitted at the same timing.

On the other hand, the idling stop ECU 11 receives the current consumption data transmitted from the PSD ECU 15 at the next ON timing of the IG switch in the OFF state, and determines the consumption current of the PSD motor etc. in the ON state of the IG switch and other data. It is provided with a function as an accumulating means for accumulating the total consumption current of the battery 2 in the same manner as the consumption current of each part, and when the accumulating process of the consumption current in the PSD control with the IG switch in the OFF state is completed, the It has a function as sending means for sending a completion flag as a completion signal.

Then, when the completion flag sent from the idling stop ECU 11 is received by the function of the communication means of the PSD ECU 15, the PSD ECU 15 clears the current consumption data in the PSD control during the IG switch OFF held in the memory. It is configured.

By doing this, when there is a time delay of about 500 msec from when the IG switch is turned on until the CAN communication is actually started or restarted, the IG switch is repeatedly turned on and off in a short time. Even if the IG switch is turned off before the communication delay time (500 msec) elapses due to a malicious operation, the current consumption data transmitted from the PSD ECU 15 will not be received by the idling stop ECU 11. Since no completion flag is transmitted from the idling stop ECU 11, the consumption current data held in the PSDECU 15 continues to be held without being cleared. Therefore, since the current consumption stored in the memory of the PSD ECU 15 is integrated only after the idling stop ECU 11 is correctly started from the hibernation state by turning the IG switch ON, the current consumption data associated with the opening and closing of the power slide door while the IG switch is OFF is calculated. can be correctly received and integrated, and the SOC of the battery 2 can be derived with high accuracy.

Next, the operation of the idling stop ECU 11 will be described with reference to the flowchart of FIG.

If the power slide door is opened and closed while the IG switch is off, the PSDECU 15 counts the number of openings and closings (opening and closing are counted as one time) to derive current consumption by the PSD motor and the like. , is temporarily held in the memory of the PSDECU 15 . Then, as shown in FIG. 2, when the IG switch is turned on (step S1), the current consumption data in the PSD control while the IG switch is off, which is transmitted from the PSDECU 15 at the timing when the IG switch is turned on, is received. (step S2).

By the function of the idling stop ECU 11 as an accumulating means, the received current consumption during PSD control while the IG switch is turned off is compared with the current consumption of the PSD motor and other components when the IG switch is turned on. Similarly, it is integrated as the total current consumption of the battery 2, and it is determined whether or not the integration process has been completed (step S3). If the result is YES, the idling stop ECU 11 functions as sending means to send a completion flag (step S4), after which the operation ends. By the way, when the PSDECU 15 receives the completion flag sent from the idling stop ECU 11, the PSDECU 15 clears the data of current consumption in the PSD control during the IG switch OFF held in the memory.

Therefore, according to the present embodiment, the data of the current consumption of the battery 2 accompanying the opening and closing of the PSD (power sliding door) during the OFF period of the IG switch is reliably transmitted to the idling stop ECU 11 at the next ON timing of the IG switch. Therefore, the idling stop ECU 11 can integrate the transmitted current consumption as the total current consumption of the battery 2, and accurately integrate the current consumption associated with opening and closing the power slide door by PSD control while the IG switch is off. Therefore, the SOC of the battery 2 can be derived with high accuracy.

As a result, when the SOC of the battery 2 is lowered to a value at which the execution of the idling stop control is prohibited and the battery 2 should be protected, the execution of the idling stop control by the idling stop ECU 11 is reliably prohibited to protect the battery 2. can be protected.

In addition, when the completion flag sent from the idling stop ECU 11 is received by the PSD ECU 15, the current consumption data for the PSD control during the IG switch OFF, which is stored in the memory of the PSD ECU 15, is cleared. Even if the IG switch is turned off before the communication delay time (500 msec) elapses due to a so-called malicious operation of the IG switch in which ON and OFF operations are repeated in a short period of time, the current consumption transmitted from the PSDECU 15 data is not received by the idling stop ECU 11 and no completion flag is transmitted from the idling stop ECU 11, so the consumption current data held in the PSDECU 15 continues to be held without being cleared.

Therefore, since the current consumption stored in the memory of the PSD ECU 15 is integrated only after the idling stop ECU 11 shifts from a resting state to a state in which the idling stop ECU 11 is properly operating by turning the IG switch ON, the power consumption associated with the opening and closing of the power slide door while the IG switch is OFF is calculated. The data of current consumption can be correctly received and integrated, and the SOC of the battery 2 can be derived with high accuracy.

The present invention is not limited to the above-described embodiments, and various modifications other than those described above can be made without departing from the scope of the present invention.

For example, in the above-described embodiment, the number of times the power slide door is opened and closed while the IG switch is off is multiplied by the value of the current consumed for each opening and closing of the power slide door, which has been obtained in advance through experiments. Although a case has been described in which the current consumption is derived by PSD control while the switch is off, the current consumption by PSD control while the IG switch is off may be directly detected by a sensor or the like. At this time, by using the current measurement function of the body ECU, which is not shown in FIG. 1, it is possible to derive the current consumption by the PSD control while the IG switch is off.

Further, the present invention can be applied to a vehicle control device for a vehicle having an idling stop function and a power sliding door control function.

1 idling stop vehicle 2 battery 3 engine 11 idling stop ECU (idling stop control unit, integrating means, sending means)
15 PSD (power sliding door) ECU (power sliding door control unit, derivation means, communication means)

Claims (1)

An idling stop control unit that stops the engine when a predetermined engine stop condition is satisfied and restarts the engine when a predetermined engine restart condition is satisfied, and a power slide door control that opens and closes the power slide door based on the power slide door opening and closing operation. A vehicle control device comprising:
The power sliding door control unit is
a deriving means for deriving and holding the consumption current of the battery associated with opening and closing the power sliding door during the off period of the ignition switch;
a communication means for transmitting the current consumption data held in the derivation means to the idling stop control unit at the next timing of turning on the ignition switch;
The idling stop control unit,
Integrating means for receiving the data of the current consumption transmitted from the communication means at the timing when the ignition switch is next turned on, and integrating the data into the total current consumption of the battery;
a transmitting means for transmitting a completion signal when the integration processing by the integrating means is completed;
A vehicle control device, wherein, when said communication means receives said completion signal from said sending means, said derivation means clears the data of said consumption current held.

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