JP2004197649A - Engine control device - Google Patents

Abstract

An object of the present invention is to provide an engine control device capable of securing highly reliable communication in which suppression by noise is prevented.
The present invention relates to an engine control apparatus for a vehicle, in which bidirectional communication is performed between a portable device on the user side and a transceiver on the vehicle side, and the motor control device includes a motor that uses a high-voltage battery as a power source. When communication is performed between the portable device 22 on the user side and the transceivers 19, 19, 20, 21 on the vehicle side, the switching noise sources 40, 42, 44 connected to the battery 38 It is characterized by comprising an operation restricting means 32 for restricting the operation.
[Selection diagram] Fig. 1

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine control device that restricts the operation of a power source of a vehicle according to a communication state between a portable device on a user side and a transceiver on a vehicle side, and particularly uses an internal combustion engine and a motor as power sources. The present invention relates to an engine control device for a hybrid vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a user receives a wireless signal transmitted by operating a switch of a portable device (key), and locks or unlocks a door lock of a vehicle when an ID code included in the wireless signal is valid. There is known a keyless entry system. In this type of keyless entry system, the operation of the antenna drive motor is limited when the ignition switch is turned off, considering that the operation noise of the antenna drive motor generated when raising and lowering the antenna may affect the wireless signal (For example, see Patent Document 1).
[0003]
In recent years, two-way communication has been performed between the transmitter / receiver mounted on the vehicle and the portable device using weak radio waves, and the approach of the legitimate user to the vehicle has been detected by confirming the ID code of the portable device, and the door outer has been detected. There has been proposed a smart key system that unlocks a vehicle door at the same time that a steering wheel operation is detected. In this smart key system, communication is also performed when the user sits in the driver's seat after opening and closing the door, and by confirming the valid ID code of the portable device, the immobilizer function is released and the steering lock is unlocked. You. Thereafter, the user can turn on the ignition switch by manually operating a dial switch or the like without inserting the portable device (key) into the ignition cylinder, and start the engine. Further, in this smart key system, communication is performed even when the user turns off the ignition switch and leaves the vehicle after opening and closing the door, and by detecting the separation of the portable device having a valid ID code, the above various devices can be used. Lock state. As described above, in the smart key system, if the user has a portable device, various operations using the portable device are not required, and convenience is achieved.
[0004]
[Patent Document 1]
JP-A-9-30961
[0005]
[Problems to be solved by the invention]
By the way, the maximum output of the weak radio waves emitted by the transmitting / receiving device on the vehicle side and the portable device on the user side is restricted by the Japanese Radio Law. For this reason, even if there is noise in the frequency band used in the above-described smart key system or keyless entry system, it is difficult to secure large transmission power unaffected by the noise. Etc. may be suppressed. In particular, in the smart key system, unlike the keyless entry system, communication is performed even when the internal combustion engine is in operation, so that noise from the internal combustion engine (for example, generated when the engine is ignited or fuel is injected) Noise) must be fully considered.
[0006]
Further, in a hybrid system using both an internal combustion engine and a motor as power sources, a high-voltage (approximately 300 V) hybrid battery serving as a power source for the motor is mounted, so that a wide-band high-voltage control noise generated during operation of the hybrid system is provided. And high-voltage switching noise (for example, harmonic noise of 10 kHz carrier from the inverter). Therefore, when the hybrid system and the smart key system are combined, communication of the smart key system is further suppressed due to the influence of high-voltage switching noise or the like in the hybrid system.
[0007]
Therefore, an object of the present invention is to provide an engine control device that can ensure highly reliable communication without being suppressed by noise from a power source.
[0008]
[Means for Solving the Problems]
An object of the present invention is to provide a vehicle engine control device in which two-way communication is performed between a user-side portable device and a vehicle-side transceiver, as described in claim 1,
The present invention is achieved by an engine control device including an operation limiting unit that limits operation of a power source of a vehicle when communication is performed between a portable device on a user side and a transceiver on a vehicle side.
[0009]
According to the present invention, when communication is performed between the portable device on the user side and the transceiver on the vehicle side, the operation of the power source of the vehicle is limited, so that the communication is performed while the power source is operating. Even in such a case, the influence of noise due to the operation of the power source of the vehicle is reduced. This makes it possible to enhance the reliability of the two-way communication between the portable device on the user side and the transceiver on the vehicle side. Note that restricting the operation of the power source of the vehicle includes completely stopping the operation of the power source or partially stopping the operation of the power source.
[0010]
The engine control device according to the present invention is suitable for a hybrid vehicle using an internal combustion engine and a motor as power sources. In a hybrid vehicle, a motor that uses a high-voltage battery as a power source is used as a power source. When the motor operates, high-voltage switching noise is generated by an inverter that converts a high-voltage DC current of the battery into an AC current. appear. ADVANTAGE OF THE INVENTION According to this invention, in relation to the frequency band of the radio wave used for two-way communication, and transmission power, the high-bandwidth switching noise of the wide band which has a high possibility of suppressing the said two-way communication is reduced, Can be effectively improved.
[0011]
When the engine control device according to the present invention is applied to a hybrid vehicle, the operation of at least one of the internal combustion engine and the motor may be restricted. The power source (internal combustion engine and / or motor) subject to operation restriction may be changed each time communication is performed according to the operation status of the power source, or may be determined in advance from test results or the like. .
[0012]
Restricting the operation of the motor includes restricting the operation of a switching noise generation source connected to a high-voltage battery serving as a power source of the motor. Sources of switching noise include various converters and inverters existing between the motor and the battery.
[0013]
Further, the object of the present invention is to provide a vehicle having a motor in which bidirectional communication is performed between a portable device on the user side and a transceiver on the vehicle side, and a high-voltage battery is used as a power source. An engine control device,
An engine, comprising: operation restriction means for restricting operation of a source of switching noise connected to the battery when communication is performed between the portable device on the user side and the transceiver on the vehicle side. Achieved by the controller.
[0014]
In the present invention, when communication is performed between the portable device on the user side and the transceiver on the vehicle side, the operation of the source of switching noise connected to the high-voltage battery is restricted. Therefore, according to the present invention, the relationship between the frequency band and the transmission power of the radio wave used for bidirectional communication between the portable device on the user side and the transceiver on the vehicle side may affect the radio wave. Since the occurrence of high-bandwidth high-voltage switching noise is prevented, the reliability of bidirectional communication can be effectively increased. The sources of switching noise include various converters and inverters existing between the motor and the battery, and various converters existing between the battery and another battery (for example, an auxiliary battery). . Further, the source of the switching noise subject to the operation restriction may be changed each time communication is performed according to the operation state of the source, or may be determined in advance from test results or the like.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 is a system configuration diagram of a vehicle engine control device according to one embodiment of the present invention. The system according to the present embodiment includes a combination of a hybrid system 30 that optimally uses both an internal combustion engine and a motor generator as power sources, and a smart key system 10. However, the present invention is not limited to this combination, and can be applied to any combination of a power train system using only an internal combustion engine as a power source or a power train system using only a motor generator as a power source, and a smart key system. It is also applicable.
[0016]
The smart key system 10 includes an electronic control unit 12 (hereinafter, “smart ECU 12”). The smart ECU 12 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). Various programs executed by the CPU are stored in the ROM.
[0017]
The smart ECU 12 is connected to a door switch 14 for detecting a door open / close state and a trunk open / close state. Each door switch 14 is provided corresponding to each door and trunk of the vehicle. An output signal (door opening / closing signal) of each door switch 14 is supplied to the smart ECU 12, and also to an electronic control unit 32 (hereinafter, referred to as “HV · ECU 32”) of the hybrid system 30 described later via the smart ECU 12. Supplied to. The smart ECU 12 detects door opening / closing (door opening operation and subsequent closing operation) by the user based on the door opening / closing signal of each door switch 14.
[0018]
The smart ECU 12 is also connected to a wheel speed sensor 15 for detecting a vehicle speed. The detection signal of the wheel speed sensor 15 is supplied to the smart ECU 12. The smart ECU 12 detects a stopped state of the vehicle (the vehicle is in a stopped state) based on a detection signal of the wheel speed sensor 15. The smart ECU 12 may detect the stop state of the vehicle based on a detection signal of a shift position sensor that detects a shift position.
[0019]
The smart ECU 12 is also connected to an engine switch 16. The engine switch 16 may be a push-type or dial-type switch disposed near the steering handle. The engine switch 16 generates an ignition position signal (including an accessory signal, an ignition signal, and a starter signal) according to a predetermined operation mode of the user. The ignition position signal is supplied to the smart ECU 12 and also to the HV / ECU 32 via the smart ECU 12. The smart ECU 12 detects an operation state of the power source based on an ignition position signal of the engine switch 16.
[0020]
The smart key system 10 includes a portable device (key) 22 carried by the user. The portable device 22 has a transponder 22A that transmits a wireless signal including an ID code in response to a request signal from a transmitter 18 or 19 mounted on a vehicle described later. The transponder 22A includes a memory device or the like (not shown) that stores a given ID code. Incidentally, the user can also operate the ignition switch (not shown) by inserting the portable device 22 into the ignition cylinder.
[0021]
The smart key system 10 includes a transmitter 18 and a receiver 20 for out-of-vehicle communication that perform two-way communication with a portable device 22 using weak radio waves outside the vehicle. The transmitter 18 and the receiver 20 for out-of-vehicle communication are disposed at appropriate positions of the vehicle (for example, positions corresponding to doors and trunks of the vehicle). Similarly, the smart key system 10 includes an in-vehicle communication transmitter 19 and a receiver 21 for performing two-way communication with a portable device 22 by weak radio waves in the vehicle. The transmitter 19 and the receiver 21 for in-vehicle communication are arranged at an appropriate position of the vehicle (for example, an instrument panel in front of a driver's seat). Hereinafter, the two-way communication performed between the portable device 22 and the transmitters 18, 19 and the receivers 20, 21 is referred to as "smart communication".
[0022]
The hybrid system 30 includes an internal combustion engine 34 (for example, a gasoline engine) and a motor generator 36 as power sources. The driving forces of the internal combustion engine 34 and the motor generator 36 are optimally combined according to the running state of the vehicle. For example, when the vehicle starts, the driving force of the motor generator 36 is used. When the vehicle runs at a medium speed and low load with good engine efficiency, the driving force of the internal combustion engine 34 is used. At the time of rapid acceleration, the output of the internal combustion engine 34 is increased. In addition, the driving force of the motor generator 36 is added as needed.
[0023]
The hybrid system 30 further includes an HV / ECU 32 connected to the smart ECU 12. The HV ECU 32 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like, which are connected to each other via a bus (not shown). Various programs executed by the CPU are stored in the ROM.
[0024]
The hybrid system 30 further includes a hybrid battery 38 (hereinafter, referred to as “HV battery 38”), a boost converter 40, and an inverter 42. The HV battery 38 is a high-voltage battery with a rated voltage of 216 V, for example, in which battery cells are connected in series. The DC current from the HV battery 38 is boosted by the boost converter 40 and then applied to the inverter 42.
[0025]
The boost converter 40 includes a transistor bridge circuit, a transformer, a rectifier (not shown), and the like. The boost converter 40 converts a high-voltage DC current from the HV battery 38 into a high-voltage AC current once by a transistor bridge circuit, boosts the voltage to a high voltage by a transformer, and then rectifies and smoothes (converts to DC). The HV ECU 32 is connected to the boost converter 40. The HV-ECU 32 of the present embodiment prevents the above-described smart communication from being suppressed due to switching noise (high-voltage switching noise) generated from the boost converter 40 during conversion of a high voltage into an alternating current. Under certain circumstances (described in detail below), the switching operation of boost converter 40 is limited.
[0026]
The inverter 42 includes a three-phase bridge circuit (see FIG. 2) including six power transistors. The high-voltage DC current applied to the boost converter 40 is converted into three-phase AC power by a three-phase bridge circuit. The HV ECU 32 is connected to the inverter 42. The HV-ECU 32 normally controls the driving (switching operation) of the power transistor of the inverter 42 according to the running state of the vehicle as described above. Further, the HV-ECU 32 of the present embodiment controls the switching noise (high-voltage switching noise) generated from the inverter 42 at the time of conversion into a high-voltage DC current and the noise due to the drive control signal supplied to the inverter 42 (high-voltage control noise). ), The driving of the power transistor of the inverter 42 is restricted under a predetermined condition (described in detail later) (for example, a driving control signal to the inverter 42). Stop supplying).
[0027]
As described above, the motor generator 36 functions as an auxiliary power source for the internal combustion engine 34, and assists the output of the internal combustion engine 34 as necessary in order to realize excellent power performance such as smooth starting. Note that the motor generator 36 also has a function of converting kinetic energy of the vehicle into electric energy and storing the electric energy in the HV battery 38 when the regenerative braking is operated.
[0028]
Motor generator 36 is a three-phase motor having three-phase windings (not shown). When the three-phase alternating current converted by the boost converter 40 flows through the three-phase winding of the motor generator 36, a rotating magnetic pole is generated in the motor generator 36, and torque serving as an auxiliary power source is generated. The HV ECU 32 controls the rotating magnetic poles according to the rotation speed and the position of the rotor of the motor generator 36 through the drive control of the power transistor of the inverter 42.
[0029]
An auxiliary battery 46 is connected to the HV battery 38 via a DC / DC converter 44. The auxiliary battery 46 is a battery with a rated voltage of 12 V, which is a power source for various accessories and various ECUs. The DC / DC converter 44 includes a transistor bridge circuit, a transformer, a rectifier (not shown), and the like. The DC / DC converter 44 temporarily converts a high-voltage DC current from the HV battery 38 into a high-voltage AC current using a transistor bridge circuit, and reduces the voltage to a low voltage with a transformer, and then rectifies and smoothes (converts to DC). . The 12 V DC current converted by the DC / DC converter 44 is used for charging the auxiliary battery 46.
[0030]
The HV / ECU 32 is connected to the DC / DC converter 44, similarly to the inverter 42 described above. The HV-ECU 32 normally controls the DC / DC converter 44 so that the voltage of the auxiliary battery 46 terminal becomes constant. Furthermore, the HV ECU 32 of the present embodiment suppresses the above-described smart communication due to switching noise (high-voltage switching noise) generated from the DC / DC converter 44 when converting into a high-voltage AC current. In order to prevent such a situation, the switching operation of the DC / DC converter 44 is limited under a predetermined condition (described in detail later).
[0031]
An electronic control unit 50 (hereinafter, referred to as “EFI · ECU 50”) for controlling the internal combustion engine 34 is connected to the HV · ECU 32. The HV / ECU 32 supplies various control signals according to the running state of the vehicle to the EFI / ECU 50 as described above. The HV ECU 32 also switches between the non-movable state and the movable state of the EFI ECU 50 in response to a control signal from the smart ECU 12. When the EFI-ECU 50 is in the non-movable state, the ignition is not turned on and the fuel injection is prohibited (that is, the immobilizer function is realized). On the other hand, when a control signal allowing the movable state is supplied to the EFI-ECU 50, the prohibition thereof is released, and the vehicle can be started.
[0032]
Next, a smart communication performed by the smart key system 10 of the present embodiment at the time of verification outside the vehicle will be described. Smart communication at the time of verification outside the vehicle is to unlock the door lock mechanism when the user gets into the vehicle, or to lock the door lock mechanism mainly when the user leaves the vehicle, or to unlock the trunk. Will be implemented. Hereinafter, each case will be described in order.
[0033]
<Unlocking the door lock mechanism>
Based on the output signals of the door switch 14, the engine switch 16 and the wheel speed sensor 15, the smart ECU 12 determines that the vehicle is stopped (vehicle speed = 0), the power source is stopped, and all doors are locked. Is detected. When this state is detected, the smart ECU 12 supplies a control signal for periodically transmitting a request signal to a predetermined area outside the vehicle to the transmitter 18 for external communication. This request signal is transmitted using, for example, 134.2 kHz as a use band, and is given such an intensity that the communication distance with the portable device 22 becomes about several meters. The portable device 22 transmits a wireless signal (response signal) including the ID code in response to the request signal. This response signal is transmitted at a predetermined transmission power using, for example, 312 to 434 kHz. The external communication receiver 20 performs predetermined processing such as amplification and demodulation on the response signal received from the portable device 22, and then supplies the response signal to the smart ECU 12.
[0034]
The smart ECU 12 detects the approach of the portable device 22 having a valid ID code to the vehicle by comparing the ID code included in the supplied response signal with an ID code set and stored in advance. When the verification of the ID code is confirmed, the smart ECU 12 detects a predetermined operation intended to open the door by the user (for example, detection by a sensor provided on the door handle) and simultaneously locks the corresponding door. A drive signal for unlocking is supplied to the actuator of the mechanism. As a result, the user having the legitimate portable device 22 can take out the portable device 22 and insert it into the key cylinder or operate the switch of the portable device 22 to open a desired door and get into the vehicle.
[0035]
<Locking of door lock mechanism>
The smart ECU 12 detects a pressing operation of a lock switch (not shown) provided on the vehicle outside the door (for example, a door outer handle). When the pressing operation of the lock switch is detected, the smart ECU 12 starts the smart communication as described above in order to execute the locking of the door lock mechanism or the like and the setting of the immobilizer function. Specifically, the smart ECU 12 supplies a control signal for transmitting a request signal to a predetermined area outside the vehicle, to the transmitter 18 for communication outside the vehicle. The smart ECU 12 compares the ID code included in the response signal received from the portable device 22 with the preset and stored ID code to detect the presence of the portable device 22 having a valid ID code outside the vehicle. . When the verification of the ID code is confirmed, the smart ECU 12 supplies a drive signal for locking to the actuator of the unlocked door lock mechanism.
[0036]
<Unlocking the trunk locking mechanism>
The smart ECU 12 detects a predetermined operation intended by the user to open the trunk (for example, a pressing operation of a switch disposed near the trunk). When the predetermined operation is detected, the smart ECU 12 instructs the HV / ECU 32 to operate the source of the above-described high-voltage switching noise (ie, the inverter 42, the boost converter 40, and the DC / DC converter 44). The control signal for stopping the switching operation is supplied. Thereafter, the smart ECU 12 starts the above-described smart communication in a state where the operation of the source of the high-voltage switching noise is stopped. Specifically, the smart ECU 12 performs control for transmitting a request signal from the trunk to a predetermined area behind the vehicle, for example, to an external communication transmitter 18 for external communication disposed near the trunk. Supply signal. When the ID code included in the response signal from the portable device 22 matches the preset and stored ID code, the smart ECU 12 supplies a drive signal for locking to the actuator of the trunk lock mechanism. . When the smart communication ends, the smart ECU 12 sends a control signal to the HV ECU 32 to return the stopped drive control (ie, the drive control of the inverter 42, the boost converter 40, and the DC / DC converter 44). Supply.
[0037]
Next, smart communication at the time of in-vehicle verification performed by the smart key system 10 of the present embodiment will be described. The smart communication at the time of in-vehicle verification is performed to release the immobilizer function or the like that has been set, or to prevent the portable device 22 from being taken out. Hereinafter, each case will be described in order, but smart communication for preventing the portable device 22 from being taken out will be described with reference to the flowchart in FIG.
[0038]
<Release of immobilizer function etc.>
The smart ECU 12 detects opening and closing of the door when the vehicle is stopped and the power source is stopped based on the output signals of the door switch 14, the engine switch 16 and the wheel speed sensor 15 described above. When this door opening / closing is detected, the smart ECU 12 supplies a control signal for transmitting a request signal to a predetermined area (for example, a driver's seat) in the vehicle compartment to the transmitter 19 for in-vehicle communication. . When the request signal is transmitted, the portable device 22 near the driver's seat transmits a response signal including an ID code in response to the request signal. Note that the request signal and the response signal at this time are transmitted in the same frequency band and transmission power as the request signal and the response signal described above. The in-vehicle communication receiver 21 performs predetermined processing such as amplification and demodulation on the response signal received from the portable device 22, and then supplies the response signal to the smart ECU 12.
[0039]
The smart ECU 12 compares the ID code included in the supplied response signal with a preset and stored ID code to detect the presence of the portable device 22 having a valid ID code in the vehicle compartment. After the verification of the ID code is confirmed, the EFI-ECU 50 and the steering that realize the immobilizer function and the steering are moved from the non-movable state according to the operation mode of the engine switch 16 and the like by the user (that is, according to the input ignition position signal). The state is switched to the movable state, the engine control is started, and the power source is activated.
[0040]
<Prevention of portable devices>
Referring to FIG. 3, based on an output signal or the like of the engine switch 16, the smart ECU 12 determines whether the power source is in the operating state (ignition is on, and the driving source is operating (the started driving source is temporarily stopped). (Including the READY state of the user) (step 100). Next, the smart ECU 12 detects the opening and closing of the door when the vehicle is stopped (vehicle speed = 0) based on the output signals of the door switch 14 and the wheel speed sensor 15 (step 110). When any of the doors is detected to be open or closed while the power source is in operation, the smart ECU 12 instructs the HV / ECU 32 to operate the source of the above-described high-voltage switching noise (ie, the inverter 42, the boost converter 40, Then, a control signal for stopping the switching operation of the DC / DC converter 44 is supplied (step 120).
[0041]
Next, the smart ECU 12 starts the smart communication at the time of in-vehicle collation as described above in a state where the operation of the source of the high-voltage switching noise is stopped (step 130). The smart ECU 12 has a valid ID code when the presence of the portable device 22 in the vehicle compartment is not detected (that is, when a response signal is not received from the portable device 22 having a valid ID code or when the ID codes do not match). It is determined that the portable device (key) 22 has been taken out of the vehicle interior. In this case, the smart ECU 12 supplies a control signal for outputting an alarm relating to the removal of the portable device (key) 22 to an alarm device (not shown) that outputs an alarm by voice or the like (step 140). As a result, inconveniences that occur when the portable device 22 is taken out of the vehicle compartment with the power source in operation, for example, when the vehicle moves with the portable device 22 taken out by another person, The inconvenience that the power source completely stopped at the moving point cannot be restarted due to the absence of the power source (that is, the absence of the portable device 22) is prevented.
[0042]
When the smart communication ends, the smart ECU 12 sends a control signal to the HV ECU 32 to return the stopped drive control (ie, the drive control of the inverter 42, the boost converter 40, and the DC / DC converter 44). Supply (step 150).
[0043]
By the way, when the above-described smart communication is performed in a state where the power source is in the operating state, the smart communication is suppressed by noise generated at the time of fuel injection in the internal combustion engine 34 or high-voltage switching noise in the hybrid system 30, for example. There are cases. In particular, regarding the wideband high-voltage switching noise (for example, harmonic noise at 10 kHz carrier of the inverter 42) and the high-voltage control noise generated in the hybrid system 30, the frequency band and transmission power of the radio wave used in the smart key system 10 It has been found that the above-described smart communication may be hindered and the smart key system 10 may malfunction. That is, when the power source is in the operating state, the request signal from the transmitters 18 and 19 is not normally received by the portable device 22 due to the influence of the high-voltage switching noise and the high-voltage control noise. It has been found that the response signal is not transmitted from the portable device 22 in some cases. Also, it has been found that the response signals transmitted by the portable device 22 may not be normally received by the transmitters 20 and 21 due to the influence of the high-voltage control noise and the high-voltage switching noise. In this case, for example, in the above-described smart communication for preventing the portable device from being taken out, the response signal from the portable device 22 is not received even though the portable device 22 having the valid ID code exists in the vehicle. Therefore, a false alarm is output assuming that the portable device 22 has been taken out of the vehicle interior.
[0044]
On the other hand, according to the present embodiment, as described above, the smart communication is not executed in a situation where the power source is in the operating state, and even in a situation where the power source is in the operating state, The smart communication is executed in a state where the operation of the noise source is stopped. Therefore, according to the present embodiment, especially in a system in which a hybrid system and a smart system coexist, since smart communication is not suppressed by high-voltage switching noise or the like, while maintaining the convenience of the smart system, The reliability of the smart system can be improved.
[0045]
In the above-described embodiment, the noise source of the hybrid system is stopped at the time of smart communication. Alternatively, noise generated by the internal combustion engine (for example, noise at the time of ignition or noise at the time of fuel injection) may be stopped. It is also possible to stop the source during smart communication or to stop the noise source in the internal combustion engine together with the noise source in the hybrid system during smart communication.
[0046]
In the above-described embodiment, all the noise sources (ie, the inverter 42, the boost converter 40, and the DC / DC converter 44) of the hybrid system are stopped during the smart communication. It is also possible to selectively stop any of the noise sources. In particular, when it is possible to predict in advance the noise sources that can suppress smart communication or specify them by tests, etc., based on the relationship between the mounting position of the noise source in the mounting state and the mounting position of the transmitter etc. It is also possible to stop only such a noise source during smart communication. When the noise source is selectively stopped, the noise source to be stopped may be changed according to the operation state of the noise source when performing various smart communications.
[0047]
In the above-described embodiment, only the motor generator 36 (for example, a motor generator for driving the front wheels) using the high-voltage HV battery 38 as a power source is illustrated, but the high-voltage HV battery 38 is used as a power source. When other motors (for example, a motor generator for driving rear wheels, a starter generator for starting an internal combustion engine, and an oil pump motor) are mounted, an inverter (and a boost converter) for these motors is used. This also causes the high-voltage switching noise described above. In this case, as described above, all or some of these noise sources may be stopped during smart communication.
[0048]
Although the preferred embodiment of the present invention has been described in detail, the present invention is not limited to the above-described embodiment, and various modifications and substitutions can be made to the above-described embodiment without departing from the scope of the present invention. Can be added.
[0049]
For example, in the above-described embodiment, as the smart communication for temporarily stopping the operation of the noise source, the smart communication for unlocking the trunk and the smart communication for preventing the portable device from being taken out are exemplified. The invention is not particularly limited to these smart communications.
[0050]
For example, when the user gets into the vehicle after remotely starting the power source, the smart communication for unlocking the door lock is suppressed by high-voltage switching noise or the like. On the other hand, for example, upon detecting a user's operation of a push switch (which may be also used as the lock switch described above) disposed outside the door, the operation of the noise source is stopped, and then, As described above, by executing the smart communication at the time of verification outside the vehicle, it is possible to unlock the door lock during operation of the power source without being affected by high-voltage switching noise or the like.
[0051]
Further, the present invention is also applicable to a system in which, for example, even when a user temporarily goes out of a vehicle without stopping a power source, a door can be temporarily locked only during that time. (Note that at present, the door cannot be locked if the key is inserted into the ignition cylinder.) In this case, when the operation of the lock switch by the user is detected after the detection of the door opening / closing, the operation of the noise source is stopped, and the smart communication at the time of the outside verification is executed as described above. This smart communication may be executed in parallel with the above-described smart communication for preventing the portable device from being taken out. As a result of the smart communication, when the presence of the portable device 22 having a valid ID code outside the vehicle is detected, the unlocked door is locked (however, the immobilizer function and the like are not set). Thereafter, in order to detect a user having a legitimate portable device 22 coming back to the vicinity of the vehicle, while maintaining the inactive state of the noise source, a predetermined outside of the vehicle is performed in the same manner as in the smart communication for unlocking the door described above. A request signal may be transmitted periodically to the area. Alternatively, after the door is locked, the operation of the noise source may be temporarily restored until the operation of the push switch disposed on the door is detected by the user. When the operation is detected, the operation of the noise source is stopped again, and thereafter, the smart communication for the outside verification is performed.
[0052]
Further, in the above-described embodiment, the functions of the exemplified electronic control units (the smart ECU 12, the HV / ECU 32, and the like) may be realized by different electronic control units.
[0053]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, by restrict | limiting the operation | movement of a noise generation source at the time of smart communication, highly reliable smart communication which the influence by high voltage system switching noise etc. was reduced can be implement | achieved.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle engine control device according to an embodiment of the present invention.
FIG. 2 is a circuit diagram of an inverter 42 according to the present embodiment.
FIG. 3 is a flowchart showing a process executed by a smart ECU 12 of the present embodiment at the time of smart communication for preventing the portable device 22 from being taken out.
[Explanation of symbols]
10. Smart system
12 Smart ECU
14 Door switch
15 Wheel speed sensor
16 Engine switch
18,19 transmitter
20,21 receiver
22 Portable device
22A transponder
30 Hybrid system
32 HV / ECU
34 Internal combustion engine
36 Motor generator
38 HV battery
40 Boost Converter
42 Inverter
44 DC-DC Converter
46 Auxiliary battery
50 EFI / ECU

Claims (5)

An engine control device for a vehicle in which two-way communication is performed between a user-side portable device and a vehicle-side transceiver.
An engine control device, comprising: an operation restriction unit that restricts operation of a power source of a vehicle when communication is performed between a portable device on a user side and a transceiver on a vehicle side. The engine control device according to claim 1, wherein the vehicle is a hybrid vehicle that uses an internal combustion engine and a motor as power sources. The engine control device according to claim 2, wherein the operation restricting unit restricts operation of at least one of the internal combustion engine and the motor. 3. The engine control device according to claim 2, wherein the motor uses a high-voltage battery as a power source, and the operation limiting unit limits an operation of a switching noise generation source connected to the battery. Two-way communication is performed between the user-side portable device and the vehicle-side transceiver, an engine control device for a vehicle including a motor that uses a high-voltage battery as a power source,
An engine, comprising: operation restriction means for restricting operation of a source of switching noise connected to the battery when communication is performed between the portable device on the user side and the transceiver on the vehicle side. Control device.

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