CN115103785A - Light source control device - Google Patents
Light source control device Download PDFInfo
- Publication number
- CN115103785A CN115103785A CN202180013757.2A CN202180013757A CN115103785A CN 115103785 A CN115103785 A CN 115103785A CN 202180013757 A CN202180013757 A CN 202180013757A CN 115103785 A CN115103785 A CN 115103785A
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- Prior art keywords
- relay
- state
- switch
- light source
- power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/28—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating front of vehicle
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
Abstract
A light source control device is provided to reliably control the lighting of a light source. The device includes: a first relay circuit (9) having a first relay switch (12) arranged between a power source and a light source of a vehicle, and a first relay coil (13) that switches the first relay switch (12) to an on state by energization; and a second relay circuit (10) having a second relay switch (15) and a second relay coil (16) arranged between the power supply and the first relay coil (13), the second relay switch (15) being switched to an off state by energization, wherein when the operation switch (11) is in the on state, the second relay coil (16) is energized, the second relay switch (15) is switched to the off state, so that the energization to the first relay coil (13) is cut off, and the first relay switch (12) is switched to the off state, thereby stopping the supply of power from the power supply to the light source.
Description
Technical Field
The present disclosure relates to a light source control device.
Background
Currently, a light source control device for controlling a light source is in practical use. Different light sources such as a headlamp and a daytime running lamp are arranged in a vehicle, and it is necessary to control these light sources according to the application.
As a technique for controlling a daytime running light, for example, patent document 1 discloses a vehicle decorative member that determines whether or not it is daytime based on information from a sun shine sensor or the like, and controls the daytime running light to be turned on based on the determination result.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2019-38315
Disclosure of Invention
Problems to be solved by the invention
However, since the vehicle trim component in patent document 1 is not controlled in accordance with the operation of the vehicle, the daytime running light may be turned on, for example, when the vehicle is parked.
An object of the present disclosure is to provide a light source control device to reliably control lighting of a light source.
Means for solving the problems
The light source control device of the present disclosure includes: a first relay circuit having a first relay switch arranged between a power source and a light source of a vehicle, and a first relay coil that switches the first relay switch to an on state by energization; a second relay circuit having a second relay switch arranged between the power source and the first relay coil, and a second relay coil, the second relay coil is arranged between the power source and an operation switch that is switched to an off state by energization, the operation switch being switched in accordance with an operation of the vehicle, wherein when the operation switch is in an off state, the second relay coil is turned off, the first relay coil is energized via the second relay switch in the on state, and power is supplied from the power source to the light source via the first relay switch switched to the on state, when the operation switch is in an ON state, the second relay coil is energized, and the second relay switch is switched to an OFF state, so that the energization to the first relay coil is cut off and the first relay switch becomes an off state, thereby stopping the supply of power from the power source to the light source.
Effects of the invention
According to the present disclosure, the lighting of the light source can be reliably controlled.
Drawings
Fig. 1 is a diagram showing a configuration of a vehicle including a light source control device according to an embodiment of the present disclosure;
fig. 2 is a diagram showing a configuration of a light source control device;
fig. 3 is a diagram showing a configuration of a light source control device that cannot control the instant lighting of a daytime running light;
fig. 4 is a diagram showing a connection state of the relay circuit when the key operation part is switched to the "ON" position;
fig. 5 is a diagram showing a connection state of the relay circuit when the parking brake is released.
Detailed Description
Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
Fig. 1 shows a configuration of a vehicle including a light source control device according to an embodiment of the present disclosure. A vehicle is provided with: a cab 1, a loading section 2, an operation section 3, a headlamp 4, a daytime running lamp 5, and a light source control device 6. The vehicle may be a commercial vehicle such as a truck.
Cab 1 is provided for riding a rider and is disposed in a front portion of the vehicle.
The loading unit 2 is used to load, for example, a load and is disposed behind the vehicle with respect to the cab 1.
The operation unit 3 is provided in a driver's seat of the cab 1 for a driver to operate various parts of the vehicle. The operation unit 3 includes, for example, a steering unit, a key operation unit, and a parking brake.
The headlights 4, so-called headlights, are disposed in the front of the cab 1. The headlamps 4 are turned on at night by, for example, an operation of the driver, to improve the visibility of the driver.
The daytime running light 5, a so-called daytime running light, is turned on in the daytime to improve the visibility of the vehicle with respect to the surrounding environment. The daytime running light 5 is provided below the headlamps 4, and is formed so as to be lit at a brightness lower than that of the headlamps 4. The daytime running Light 5 may be formed of a Light Emitting Diode (LED) lamp, for example.
The light source control device 6 is connected to the operation unit 3 and the daytime running light 5, and controls the daytime running light 5 to be turned on in accordance with an operation of the operation unit 3.
Next, the configuration of the light source control device 6 will be described in detail.
As shown in fig. 2, the light source control device 6 includes a fuse 8 connected to an ignition power supply 7 of the vehicle, and the fuse 8 is connected to the daytime running light 5 via a relay circuit 9. Further, the fuse 8 is also connected to the relay circuit 9 via the relay circuit 10. Further, the fuse 8 is also connected to an operation switch 11 connected to the parking brake 3b of the vehicle via a relay circuit 10.
The key operation unit 3a of the operation unit 3 is configured to be switchable to a "LOCK" position, an "ACC (accessory power ON)" position, an "ON (full vehicle power ON)" position, and a "START" position, for turning ON the vehicle power-driven engine. When the key operating unit 3a is switched to the "LOCK" position, the power supply device of the vehicle including the ignition power supply 7 is turned off, and the engine is stopped. When the key operating part 3a is switched to the "ACC" position, an accessory power supply, not shown, is turned on. When the key operation unit 3a is switched to the "ON" position, the ignition power supply 7 is turned ON. When the key operation unit 3a is switched to the "START" position, the engine is driven.
The key operation unit 3a is not particularly limited as long as it can switch the vehicle power supply on and off. For example, the key operation unit 3a may be an operation unit that switches power by inserting a key, or an operation unit that switches power by pressing a key with a hand, that is, a so-called push start method.
The ignition power source 7 supplies power to an electric device that is supposed to be used while driving an engine, for example, and is switched on and off by the key operation unit 3 a.
The parking brake 3b of the operating unit 3, a so-called friction brake, brakes the wheels by the operation of the driver.
The fuse 8 is a member for protecting the light source control device 6 when a current of a predetermined value or more flows from the ignition power supply 7, and is formed such that a wire is fused when a current of a predetermined value or more flows.
The relay circuit 9 has a relay switch 12, a relay coil 13, and a relay resistor 14.
The relay switch 12 is disposed between the ignition power source 7 and the daytime running light 5, and has a movable contact 12a, a fixed contact 12b, and a fixed contact 12 c. The movable contact 12a is connected to the ignition power supply 7 via the fuse 8, and is also connected to the fixed contact 12b so as to be switchable to the fixed contact 12 c. The fixed contact 12b is set to a non-conductive state. The fixed contact 12c is connected to the daytime running light 5. That is, when the movable contact 12a and the fixed contact 12b are connected, the relay switch 12 is in a disconnected state in which the ignition power supply 7 is not connected to the daytime running lamp 5. When the movable contact 12a is connected to the fixed contact 12c, the relay switch 12 is in an on state in which the ignition power supply 7 is connected to the daytime running light 5.
The relay coil 13 is provided in series with the ignition power supply 7 via the relay circuit 10 and the fuse 8, and switches the relay switch 12 to an on state by energization, that is, to connect the movable contact 12a and the fixed contact 12 c.
A relay resistor 14 is provided in parallel with the relay coil 13 for consuming the current continuously flowing in the relay coil 13 when the energization to the relay coil 13 is stopped.
The relay circuit 10 has a relay switch 15, a relay coil 16, and a relay resistor 17.
The relay switch 15 is disposed between the ignition power source 7 and the relay coil 13 of the relay circuit 9, and has a movable contact 15a, a fixed contact 15b, and a fixed contact 15 c. The movable contact 15a is connected to the ignition power supply 7 via the fuse 8, and is also connected to the fixed contact 15b so as to be switchable to the fixed contact 15 c. The fixed contact 15b is connected to the relay coil 13 of the relay circuit 9. The fixed contact 15c is set to a non-conductive state. That is, when the movable contact 15a and the fixed contact 15b are connected, the relay switch 15 is in an on state in which the ignition power supply 7 and the relay coil 13 are connected. When the movable contact 15a is connected to the fixed contact 15c, the relay switch 15 is in a disconnected state in which the ignition power supply 7 is not connected to the relay coil 13.
The relay coil 16 is arranged in series between the ignition power source 7 and the operation switch 11, and switches the relay switch 15 to an off state, that is, to connect the movable contact 15a and the fixed contact 15c by energization.
The relay resistor 17 is provided in parallel with the relay coil 16, and consumes a current continuously flowing in the relay coil 16 when energization to the relay coil 16 is stopped.
The relay circuits 9 and 10 have the same specification, and for example, the relay coil 13 and the relay coil 16 are energized, and the relay switch 12 and the relay switch 15 are switched at the same time, that is, at the same switching speed.
The operation switch 11 is switched in accordance with the operation of the parking brake 3b, and one contact is connected to the relay coil 16 of the relay circuit 10 and the other contact is grounded. The operation switch 11 is set to be in an off state when the parking brake 3b is not operated, and is set to be switched from the off state to the on state when the parking brake 3b is operated.
It should be noted that the light source control device 6 may be newly provided with a circuit for automatically turning off the daytime running light 5 when the headlamp 4 is turned on. For example, the light source control device 6 may control the daytime running light 5 to be turned on based on the operation information of the headlamps 4.
Next, the operation in the present embodiment will be explained.
First, as shown in fig. 2, when the parking brake 3b is operated and the key operating part 3a is operated to the "LOCK" position, the vehicle becomes a stopped state. The parking brake 3b is operated to turn the operation switch 11 on, and the ignition power supply 7 is turned off when the key operation unit 3a is located at the "LOCK" position. Therefore, the relay coils 13 and 16 are not energized from the ignition power supply 7, and the movable contact 12a of the relay switch 12 is connected to the fixed contact 12b, and the movable contact 15a of the relay switch 15 is connected to the fixed contact 15 b.
At this time, the ignition power supply 7 is in the off state, and the relay switch 12 is in the off state in which the movable contact 12a and the fixed contact 12b are connected, so that the daytime running light 5 cannot be supplied with power and is in the light-off state.
Next, the driver turns ON the ignition power supply 7 by switching the key operation portion 3a to the "ON" position in a state where the parking brake 3b is operated.
As shown in fig. 3, when the daytime running light 5 is directly connected to the relay switch 15 of the relay circuit 10 other than the relay circuit 9, the ignition power supply 7 supplies current to the relay coil 16, and the ignition power supply 7 also supplies current to the relay switch 15. Energization of the relay coil 16 brings the relay switch 15 into an open state in which the movable contact 15a is switched from the fixed contact 15b to the fixed contact 15 c. However, since the ignition power source 7 supplies power to the daytime running light 5 during the switching of the movable contact 15a to the fixed contact 15c, the daytime running light 5 may be momentarily turned on. Particularly, in the case where the daytime running light 5 employs an LED lamp, the lighting time may be long due to a fast lighting speed.
Therefore, as shown in fig. 2, the relay circuit 9 is provided between the relay circuit 10 and the daytime running light 5. When the key operation unit 3a is switched to the "ON" position, the ignition power supply 7 supplies current to the relay coil 16 of the relay circuit 10, and also supplies current to the relay coil 13 and the relay switch 12 of the relay circuit 9.
At this time, since the relay switch 12 is in the off state in which the movable contact 12a and the fixed contact 12b are connected, the ignition power supply 7 does not supply power to the daytime running light 5, and the daytime running light 5 is turned off. Further, while the relay coil 13 is energized from the ignition power supply 7 so that the relay switch 12 is switched to the on state, the relay coil 16 is energized from the ignition power supply 7 so that the relay switch 15 is switched to the off state. As a result, as shown in fig. 4, the relay coil 13 is cut off from the power supply, and the relay switch 12 is kept in the off state.
That is, when the operation switch 11 is in the on state, the relay coil 16 is energized from the ignition power supply 7, and the relay switch 15 is switched to the off state, so that the energization from the ignition power supply 7 to the relay coil 13 is cut off. As a result, since the relay coil 13 is in the off state, the power supply from the ignition power supply 7 to the daytime running light 5 is continuously stopped.
In this way, the electrical connection between the ignition power supply 7 and the daytime running light 5 can be suppressed immediately after the key operation portion 3a is switched to the "ON" position, so that the lighting of the daytime running light 5 can be reliably controlled. In this case, the lighting of the daytime running light 5 can be reliably controlled by a simple configuration in which two relay circuits 9 and 10 are provided between the ignition power source 7 and the daytime running light 5.
Next, as shown in fig. 5, the driver switches the key operation portion 3a to the "START" position to drive the engine, and releases the parking brake 3b to START the vehicle. The parking brake 3b is released and the operation switch 11 is turned off.
When the operation switch 11 is turned off, the relay coil 16 is turned off by the ignition power supply 7, and the relay switch 15 is switched to an on state in which the movable contact 15a and the fixed contact 15b are connected. Thereby, the relay coil 13 is energized from the ignition power supply 7 via the relay switch 15, and the relay switch 12 is switched to the on state in which the movable contact 12a is connected to the fixed contact 12 c. Then, power is supplied from the ignition power supply 7 to the daytime running light 5 via the relay switch 12 switched to the on state.
That is, when the operation switch 11 is in the off state, the energization of the relay coil 16 by the ignition power supply 7 is cut off, and the energization of the relay coil 13 is performed through the relay switch 15 in the on state. As a result, the power is supplied from the ignition power supply 7 to the daytime running light 5 by the relay switch 12 switched to the on state, and the daytime running light 5 is turned on.
In this way, the two relay circuits 9 and 10 are provided between the ignition power source 7 and the daytime running light 5, so that the daytime running light 5 can be automatically turned on. Thus, the daytime running light 5 can be reliably turned on, and the vehicle can be safely run.
Further, since the relay resistor 17 consumes the current flowing in the relay coil 16 when the energization to the relay coil 16 is cut off, the relay switch 15 can be quickly switched to the on state.
Thus, the vehicle is caused to travel in a state where the daytime running light 5 is on. When the vehicle is stopped again and the parking brake 3b is operated, the operation switch 11 is turned on. This causes the ignition power source 7 to energize the relay coil 16, the relay switch 15 to be turned off, and energization of the relay coil 13 to be cut off. Then, the relay switch 12 is switched to the off state, so that the ignition power supply 7 stops supplying power to the daytime running light 5, and the daytime running light 5 goes out.
Thus, the daytime running light 5 can be automatically turned off when the vehicle is stopped, and unnecessary lighting can be suppressed.
According to the present embodiment, when the operation switch 11 is in the on state, the relay coil 16 is energized, and the relay switch 15 is switched to the off state, so that the energization to the relay coil 13 is cut off, and the relay switch 12 is switched to the off state, thereby stopping the supply of power from the ignition power supply 7 to the headlight 5. As a result, the electrical connection between the ignition power supply 7 and the daytime running lamp 5 can be suppressed immediately after the ignition power supply 7 is turned on by operating the key operating unit 3a, and the lighting of the daytime running lamp 5 can be reliably controlled.
In the present embodiment, the relay circuit 9 and the relay circuit 10 are arranged such that the relay switches 12 and 15 are switched at the same time, that is, at the same switching speed, with respect to the energization of the relay coils 13 and 16, but the relay circuit 9 and the relay circuit 10 are not limited to this.
For example, the relay circuit 9 may be configured such that the switching speed of the relay switch 12 is smaller than the relay switch 15 of the relay circuit 10. Thus, when the ignition power supply 7 is turned on by operating the key operating unit 3a, the relay switch 12 can be prevented from being switched to the on state before the relay switch 15 is switched to the off state, and the lighting of the daytime running light 5 can be more reliably prevented.
In the present embodiment, the relay circuits 9 and 10 are connected to the ignition power supply 7, but the present invention is not limited to the ignition power supply 7, and may be connected to a power supply of a vehicle.
In the present embodiment, the operation switch 11 is switched in accordance with the operation of the parking brake 3b, but the present invention is not limited to the parking brake 3b, and may be switched in accordance with the operation of the vehicle.
In the present embodiment, the relay circuits 9 and 10 are connected to the daytime running light 5, but the present invention is not limited to the daytime running light 5, and may be connected to a light source of the vehicle.
This application is based on Japanese patent application (Japanese patent application No. 2020-025261) filed on 18/2/2020 and is hereby incorporated by reference in its entirety.
The above embodiments are merely specific examples for carrying out the present invention, and the technical scope of the present invention should not be construed as being limited by these embodiments. That is, the present invention can be implemented in various forms without departing from the gist or main features thereof. For example, the disclosure of the shape, number, and the like of each part described in the above embodiments is merely an example, and may be modified as appropriate.
Industrial applicability
The light source control device of the present disclosure may be used for a device that switches electrical connection between a vehicle power source and a light source.
Description of the reference numerals
1 driver's cabin
2 Loading part
3 operating part
3a key operation part
3b parking brake
4 head lamp
5 daytime running lamp
6 light source control device
7 ignition power supply
8 fuse
9. 10 relay circuit
11 operating switch
12. 15 relay switch
12a, 15a movable contact
12b, 12c, 15b, 15c fixed contact
13. 16 relay coil
14. 17 relay resistance
Claims (4)
1. A light source control device comprising:
a first relay circuit having: a first relay switch arranged between a power source and a light source of a vehicle, and a first relay coil that switches the first relay switch to an on state by energization; and
a second relay circuit having: a second relay switch disposed between the power supply and the first relay coil, and a second relay coil disposed between the power supply and an operation switch that is switched to an off state by energization, the operation switch being switched in accordance with an operation of the vehicle,
wherein when the operation switch is in an off state, the energization to the second relay coil is turned off, the energization to the first relay coil is performed via the second relay switch in the on state, and the power is supplied from the power source to the light source via the first relay switch switched to the on state,
when the operation switch is in an on state, the second relay coil is energized, the second relay switch is switched to an off state, so that the energization to the first relay coil is cut off, and the first relay switch becomes an off state, thereby stopping the supply of power from the power supply to the light source.
2. A light source control apparatus according to claim 1, wherein the first relay circuit is configured such that a switching speed of the first relay switch is smaller than that of the second relay switch of the second relay circuit.
3. The light source control device according to claim 1, wherein the power supply is an ignition power supply that is switched on and off by key operation,
the operation switch is switched from an off state to an on state by the operation of the parking brake.
4. The light source control device according to claim 1, wherein the light source is a daytime running light.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-025261 | 2020-02-18 | ||
| JP2020025261A JP7294180B2 (en) | 2020-02-18 | 2020-02-18 | light source controller |
| PCT/JP2021/005633 WO2021166883A1 (en) | 2020-02-18 | 2021-02-16 | Light source control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115103785A true CN115103785A (en) | 2022-09-23 |
Family
ID=77392134
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180013757.2A Pending CN115103785A (en) | 2020-02-18 | 2021-02-16 | Light source control device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7294180B2 (en) |
| CN (1) | CN115103785A (en) |
| WO (1) | WO2021166883A1 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5816436Y2 (en) * | 1980-05-22 | 1983-04-02 | 日産自動車株式会社 | Parking brake activation warning device |
| JPS619342U (en) * | 1984-06-22 | 1986-01-20 | 曙ブレーキ工業株式会社 | Automobile headlight automatic extinguishing device |
| JPH1086746A (en) * | 1996-09-13 | 1998-04-07 | Harness Sogo Gijutsu Kenkyusho:Kk | Headlamp control circuit for automobile |
-
2020
- 2020-02-18 JP JP2020025261A patent/JP7294180B2/en active Active
-
2021
- 2021-02-16 WO PCT/JP2021/005633 patent/WO2021166883A1/en active Application Filing
- 2021-02-16 CN CN202180013757.2A patent/CN115103785A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| WO2021166883A1 (en) | 2021-08-26 |
| JP2021130335A (en) | 2021-09-09 |
| JP7294180B2 (en) | 2023-06-20 |
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