JP2008195255A - Vehicle power system - Google Patents

Abstract

Even if a communication abnormality occurs between a control device for controlling a power supply system and a control device for a vehicle motion system to which power is supplied from the power supply system, a normal retreat operation of the vehicle motion system is realized.
The control device of the power supply system includes an HV_ECU 320 and an EPS_ECU 420, and an IG on / off signal is input separately. The HV_ECU 320 controls the opening / closing operation of the SMR 500 that electrically connects and disconnects the traveling battery 220 and the load based on the operation of the passenger of the hybrid vehicle. When detecting that the communication line is abnormal, the HV_ECU 320 does not turn off the SMR 500 until the set delay time has elapsed even when the IG OFF signal is input. The EPS_ECU 420 performs the evacuation operation during the delay time after the input of the IG off signal.
[Selection] Figure 3

Description

  The present invention relates to a power supply system for a vehicle, and in particular, in a system in which a plurality of control computers are connected via a communication line, other (movement system) when a communication abnormality occurs with a power supply control computer. The present invention relates to control computer evacuation technology.

  In recent years, a high-performance microprocessor has been developed, and a computer unit (ECU (Electronic Control Unit)) including many microprocessors is mounted on a vehicle such as an automobile. The ECU pursues driving performance, safety, comfort, resource saving, energy saving, and the like, and is mounted to control the powertrain system, body system, safety system, information system, and the like of the vehicle.

  ECUs that control engines, brakes, steering, suspensions, and transmissions (which may be ECUs that control all or part of them) as vehicle motion systems, and power doors, power seats, and air as body systems There are a conditioner, each ECU that controls illumination, an air bag as each safety system, each ECU that controls a collision sensor, and an information system that includes each car navigation device and each ECU that controls car audio. An in-vehicle network is employed to reduce wire harnesses generated with the increase in these ECUs.

  On the other hand, in a vehicle control system constructed by an ECU connected to such an in-vehicle network, a drive system ECU corresponding to a “run” operation, which is a basic operation of the vehicle, and a brake system ECU corresponding to a “stop” operation The steering system ECUs corresponding to the “turn” operation are provided so that each can be independently operated. In addition to these basic control units, a processing unit is provided that can automatically perform driving operations corresponding to the vehicle environment, driving support for the driver, and dynamic motion control of the vehicle that can operate in parallel. . Such processing units and basic control units are constructed with a lower-upper relationship, or are constructed without forming upper and lower layers.

  In such a vehicle control system, various malfunctions may be caused unless an abnormality that occurs in the ECU among many ECUs is accurately detected. Therefore, a failure detection program for detecting a failure in each part of the vehicle is installed to improve reliability. That is, it automatically checks the operating state of the computer unit, sensors, and vehicle communication system (in-vehicle network) at an appropriate cycle, and stores a diag code or the like when a failure occurs. In such a vehicle communication system, when a part of the data transmission path is interrupted due to a disconnection of the communication line, a failure of the gateway device, etc., all data passing through the interrupted part will be interrupted at once. Some of the ECUs connected to each network cannot receive necessary data, and there is a problem that devices controlled by the ECU do not function normally.

  Japanese Patent Application Laid-Open No. 2004-64626 (Patent Document 1) promptly performs data communication when normal data communication cannot be performed due to a disconnection of a communication line, a failure of a gateway device, or an increase in processing load. Disclosed is a vehicular communication system that can be restored to a normal state and that does not require multiplexing of communication lines or enhancement of processing capability of a gateway device as a countermeasure. In this communication system, various electrical devices mounted on a vehicle and capable of data communication via a communication line are grouped into a plurality of groups, and the electrical devices are connected to each other via a data communication communication line for each group. At the same time, by connecting a specific electrical device that can relay data between the communication lines of each group, all the electrical devices connected to each communication line are routed through the communication lines. The vehicle communication system is configured to transmit / receive data to / from each other. A plurality of specific electrical devices are distributed between communication lines, and each specific electrical device is configured to relay predetermined data between predetermined communication lines based on a preset relay data list. In addition, transmission data transmitted from each electrical device is transmitted to the first specific electrical device which is one of the specific electrical devices connected to all communication lines among the plurality of specific electrical devices. The first storage means in which the route table describing the transmission route until it is received by the electrical device is stored in advance, and the data flowing in each communication line is monitored, so that the abnormality of the transmission route described in the route table and First abnormality detection means for detecting an abnormal location, and when the transmission path abnormality and the abnormal location are detected by the first abnormality detection means, the data passing through the abnormal location is specified based on the route table, and The detour route setting means that sets the detour route that can transmit the data without passing through the abnormal part, and updates the route table so that the data is transmitted through the detour route, and the detour route setting means are updated. And a data list updating means for updating a data list set in each specific electrical device including the first specific electrical device according to the route table.

According to this vehicle communication system, each electrical device connected to communication lines of a plurality of networks constructed in the vehicle communicates data with other electrical devices in the network to which the electrical device belongs. Not only can this be performed, but also data communication can be performed with an electrical device in another network via a specific electrical device that functions as a gateway device. And if one of the communication lines is disconnected or a specific electrical device breaks down and a part of the transmission path configured in this system is interrupted, it cannot pass that part. The data is specified on the first specific electrical device side, and a detour path is set for transmitting the data to the electrical device that needs the data. In addition, when the detour path is set in this way, the route table is updated so that the detour path becomes a data transmission path, and further according to the route table, a data list of each specific electrical device having a gateway function Is updated. Therefore, according to the vehicle communication system of the present invention, even if a part of the data transmission path is interrupted due to a disconnection of a communication line, a failure of a specific electrical device, or the like, a new route that bypasses the interrupted transmission path. Thus, data transmitted by each electrical device constituting the system is reliably transmitted to other electrical devices that require the data.
JP 2004-64626 A

  By the way, in recent years, a hybrid vehicle including a motor that operates with electric energy in addition to an engine that operates with combustion energy is known as a driving force for vehicle travel. The types of hybrid vehicles are large. (1) A series (series) hybrid system in which wheels are driven by motors and the engine operates as a power supply source to the motors, and (2) wheels are driven by both engines and motors. And a parallel (parallel) hybrid system. There is also a so-called parallel series hybrid system that has both of these functions.

  Outside the series hybrid system, the motor is used as an auxiliary drive source that assists the engine output. Such a hybrid vehicle performs various controls, for example, assists the output of the engine by a motor during acceleration, and charges the traveling battery or the like by deceleration regeneration during deceleration. The driver's request can be satisfied while the remaining capacity is secured. Such a hybrid vehicle includes a power drive unit (also referred to as a PCU (Power Control Unit)) in order to drive or regenerate a motor. The power drive unit includes a plurality of switching elements, and drives or regenerates the motor by current control using the switching elements. The hybrid vehicle also includes a motor control device that outputs a control signal that causes the switching elements to perform switching.

  The hybrid vehicle described above is mounted with a traveling battery that stores electric power supplied to the motor, the motor is connected to the inverter, and the inverter is connected to the traveling battery. An SMR (System Main Relay) is provided between the inverter and the traveling battery to connect and disconnect the electrical connection between the inverter and the traveling battery. The SMR is an ECU that controls the hybrid system, and the opening / closing control is performed by an ECU that controls a high-voltage traveling battery (hereinafter, sometimes referred to as a hybrid ECU or HV_ECU).

  Further, the vehicle is equipped with various systems for providing assisting force in order to reduce the operation burden / operating force of the driver. In particular, an electric power steering device that applies an auxiliary steering force to the driver's steering force using an electric motor or the like is widely used. In electric vehicles and hybrid vehicles, among them, an electric power steering device using an electric motor supplied with electric power from a traveling battery (hereinafter sometimes referred to as EPS (Electric Power Steering)) is used. And since the electric motor in this EPS has a large electric power consumption among various auxiliary machines, electric power is supplied from the traveling battery via the SMR. More specifically, since the rated voltage of the EPS electric motor is lower than the rated voltage of the traveling battery, a step-down DC / DC converter is provided between the SMR and the EPS electric motor. This EPS is controlled by an EPS_ECU connected to the hybrid ECU via a communication line. In addition, as another example of the vehicle-mounted device that operates using the electric power of the traveling battery, there is an electric compressor of an air conditioner (hereinafter sometimes referred to as an electric air conditioner).

  Such an EPS does not operate even when the EPS_ECU outputs a control signal when the SMR is off (when it is not electrically connected). That is, if communication between the HV_ECU and the EPS_ECU is interrupted, the HV_ECU can switch off the SMR even though the EPS needs to be activated (that is, even though the EPS is activated). There is sex.

  However, Patent Document 1 discloses that abnormality (disconnection, etc.) of a transmission path of important data is determined, and when the path is abnormal, the ECU that relays the important data is switched to change the transmission path of the important data. There are only. For this reason, there is a possibility that the communication system of Patent Document 1 cannot completely eliminate the possibility that the EPS of the steering system stops operating while the vehicle is running.

  The present invention has been made in order to solve the above-described problems, and an object thereof is between a control device that controls a power supply system and a control device for a vehicle motion system that is supplied with electric power from the power supply system. It is an object of the present invention to provide a vehicle power supply system that can realize a normal retreat operation of a vehicle motion system even if communication becomes abnormal.

  A vehicle power supply system according to a first invention is a vehicle power supply system including a first control device, a second control device, and a signal line connecting the first control device and the second control device. The first control device, based on the operation of the vehicle occupant, controls the electrical connection and disconnection between the power storage mechanism mounted on the vehicle and the electrical load, and the signal line abnormality. Means for detecting, means for detecting a disconnection request operation for electrical connection by a vehicle occupant, and a signal line when the power storage mechanism and the electrical load are electrically connected Control means for controlling the electrical connection so as not to be interrupted until a predetermined condition for the second control device is satisfied even if a shutdown request operation is detected when an abnormality is detected. including. The second control device includes: means for controlling an electric load that is operated by electric power supplied from the power storage mechanism; means for detecting an abnormality of the signal line; and disconnection of electrical connection by a vehicle occupant Means for detecting a requested operation.

  According to the first invention, electrical connection and disconnection between a power storage mechanism (for example, a traveling battery) mounted on a vehicle and an electrical load (inverter, DC / DC converter, electric air conditioner, EPS, etc.) is prevented. The system main relay (SMR) is controlled to open and close. The first control device controls the opening and closing of the SMR based on the operation of the vehicle occupant. The second control device controls these electric loads. When the signal line connecting the first control device (for example, a hybrid ECU that controls SMR) and the second control device (for example, EPS_ECU that controls EPS) becomes abnormal, the second control device is electrically The first control device cannot recognize whether or not the load is being used. In such a case, even if a shut-off request operation by the driver is detected, the first control device does not satisfy the conditions for the second control device (for example, the EPS of the electric load controlled by the second control device). Control is performed so that the electrical connection is not interrupted until the condition that the evacuation process is completed. For this reason, since the electric power to the electric load is supplied to the second control device, the evacuation process can be normally performed. As a result, even if communication between the first control device that controls the power supply system and the second control device of the vehicle motion system that is supplied with power from the power supply system becomes abnormal, the vehicle motion system is normal. A power supply system for a vehicle that can realize a retreat operation can be provided.

  In addition to the configuration of the first aspect of the invention, the second control device in the vehicle power supply system according to the second aspect of the invention shuts off when an electrical load is operating and an abnormality in the signal line is detected. When the requested operation is detected, the apparatus further includes means for controlling the electrical load so as to execute the saving process. The control means of the first control device includes means for controlling so as not to cut off the electrical connection until the evacuation process of the second control device is completed.

  According to the second invention, when the signal line becomes abnormal, the first control device cannot recognize whether or not the second control device is using the electric load. In such a case, when a shut-off request operation by the driver is detected, the electric load is controlled by the second control device so as to execute the evacuation process. On the other hand, the first control device is an electrical load controlled by the second control device (this electrical load is electrically connected to the power storage mechanism via the SMR controlled by the first control device). Until the condition that the evacuation process is completed is established, control is performed so that the electrical connection is not interrupted. For this reason, since the electric power to the electric load is supplied to the second control device, the evacuation process can be normally performed.

  In addition to the configuration of the first or second invention, the control means of the first control device in the vehicle power supply system according to the third aspect of the invention adds time until the evacuation process of the second control device is completed Means for controlling the electrical connection so as not to be interrupted until a condition to do so is established.

  According to the third aspect of the present invention, if the driver requests a shutoff request operation when the signal line is abnormal, the second control device performs the first operation during the time during which the electrical load evacuation process is executed. This control device does not cut off the power supply from the power storage mechanism to the electric load controlled by the second control device. Therefore, the second control device normally retracts because the electric power is supplied to the electric load. Processing can be performed.

  In addition to the configuration of the third invention, the control means of the first control device in the vehicle power supply system according to the fourth invention is a time for the evacuation process determined according to the type of the second control device. Means for controlling so as not to cut off the electrical connection until the condition that elapses is satisfied.

  According to the fourth invention, the electric load controlled by the second control device using the power storage mechanism as the power supply source includes an inverter, a DC / DC converter, an electric air conditioner, an EPS, and the like. The time required for the save process varies depending on the type of load. For this reason, the electrical connection is not cut off until the condition that the time for the saving process determined according to the type of the second control device elapses is satisfied. For this reason, even when various electric loads are supplied with electric power from the power storage mechanism, the electric load can be completely saved.

  In the vehicle power supply system according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the shut-off request operation is an ignition switch off command operation.

  According to the fifth invention, when the ignition switch is turned off by a vehicle occupant (mainly a driver), even if the signal line between the first control device and the second control device is abnormal. After the electric load is saved, the power supply system can be turned off.

  In the vehicle power supply system according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the power storage mechanism is a power storage mechanism for vehicle travel, and the second control device includes: This is the electric load of the vehicle motion system.

  According to the sixth aspect of the invention, the vehicle motion system inverter, the DC / DC converter, the EPS, and the like are retreated, so that the vehicle can be retreated safely.

  In the vehicle power supply system according to the seventh aspect of the invention, in addition to the configuration of any of the sixth aspect of the invention, the electric load of the vehicle motion system is an electric power steering.

  According to the seventh aspect, since the EPS of the vehicle motion system can be retracted, the driver can steer using the EPS and can safely retract the vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated. In the following, a hybrid vehicle equipped with an EPS as an electric load will be described. However, it does not actively exclude that the present invention is suitably applied to an electric vehicle (EV) that does not have a general internal combustion engine. . Examples of other electric loads include a motor generator, an inverter, a DC / DC converter, and an electric air conditioner.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the control system which concerns on embodiment of this invention is demonstrated. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source for driving a vehicle and a generator drive source. Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to so-called series type or parallel type hybrid vehicles). This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. A capacitor may be used instead of the battery.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU) 260 for managing and controlling a state (for example, SOC (State Of Charge)), an engine ECU 280 for controlling the operating state of the engine 120, and a motor generator according to the state of the hybrid vehicle 140, battery ECU 260, MG_ECU 300 for controlling inverter 240, etc., and battery ECU 260, engine ECU 280, MG_ECU 300, etc. are mutually managed and controlled, and HV_ECU 320 for controlling the entire hybrid system so that the hybrid vehicle can operate most efficiently is included. .

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage (for example, 288V) of battery for traveling 220 is lower than the rated voltage (for example, 650V) of motor 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B). When power is supplied from battery 220 to motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  Furthermore, this hybrid vehicle is equipped with EPS. As shown in FIG. 1, electric power (eg, 46 V) stepped down from the traveling battery 220 by the step-down converter 400 is supplied to an EPS actuator 410 that is an electric motor. The EPS actuator 410 is controlled by an EPS_ECU 420 connected to the HV_ECU 320 via a communication line.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, the engine 120 is rotating. Therefore, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so as to perform the following traveling. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  With reference to FIG. 3, a control block diagram including HV_ECU 320 and EPS_ECU 420, which is a control system according to the present embodiment, will be described. Note that, among the components shown in FIG. 3, the detailed description of the components described in FIG. 1 is not repeated here.

  As shown in FIG. 3, the HV_ECU 320 electrically connects the traveling battery 220 and a load (here, the traveling inverter 240 and the EPS actuator 410) (SMR 500 is turned on) or shuts off (the SMR 500 is The SMR 500 to be turned off is controlled. The electric power of battery for traveling 220 is supplied to inverter 240 via boost converter 242 and to EPS actuator 410 via step-down converter 400 when SMR 500 is energized. In addition to the EPS actuator 410, there may be a load in which the electric power of the traveling battery 220 is stepped down by the step-down converter 400 and supplied. For example, an electric compressor for an air conditioner is an example.

  The EPS actuator 410 is an electric motor controlled by the EPS_ECU 420 and assists the driver's steering operation.

  As shown in FIG. 3, HV_ECU 30 and EPS_ECU 420 are connected by a communication line. This communication line may be an in-vehicle network communication line or another communication line.

  HV_ECU 320 receives an IG (ignition) on / off signal and an ST (system start) on / off signal, respectively. The IG (ignition) on / off signal is input to the EPS_ECU 420 without passing through the HV_ECU 320.

  The ignition switch has an OFF position, an ACC position, and an ON position. The HV_ECU 320 turns off all the SMRs 500 when the power is shut down, that is, when the ignition switch position is in the OFF position. . That is, the excitation current for the coil of the SMR 500 is turned off. For example, the position of the ignition switch is switched in the order of OFF position → ACC position → ON position. It should be noted that the present invention is not limited to the IG signal related to such an ignition switch.

  The ST signal (on / off) is a signal that is turned on when the hybrid system in this vehicle can be operated (when the SMR 500 is electrically connected to the load), and is, for example, an IG on state. When the driver presses the push button type POWER switch, the HV_ECU 320 causes the SMR 500 to be electrically connected, and the traveling battery 220 and the load are electrically connected. Note that the present invention is not limited to the ST signal related to such a push button type POWER switch.

  When the power supply is connected, that is, when switching from ST off to ST on, the HV_ECU 320 first turns on the positive main SMR and then turns on the negative precharge SMR connected in series with the limiting resistor to perform precharge. Execute. By executing the precharge process in this way, the voltage value of the inverter 240 rises gently, and the occurrence of an inrush current can be prevented. Further, after completion of the precharge process, the positive main SMR is kept on and the negative main SMR not connected to the limiting resistor is turned on to complete the start-up of the system. Note that the positive electrode and the negative electrode may be reversed.

  The application of the present invention is not limited to the ignition switch and the POWER switch as described above.

  The EPS_ECU 420 constituting the control system according to the present embodiment maintains a state in which the EPS actuator 410 can be operated when communication with the HV_ECU 320 that controls opening and closing of the SMR 500 is interrupted (disconnection, short circuit, etc.). That is, when the communication line is normal, the HV_ECU 320 that has received the power supply cutoff signal from the EPS_ECU 420 can recognize that the EPS actuator 410 does not require power supply, and the SMR 500 is turned on while the EPS actuator 410 is not operating. Can be switched off. However, if the communication line is abnormal, the HV_ECU 320 executes the opening / closing control of the SMR 500 regardless of the operating state of the EPS actuator 410, so that the supplied power may be cut off during the operation of the EPS actuator 410. There is. When the EPS_ECU 420 constituting the control system according to the present embodiment detects that the communication with the HV_ECU 320 that manages the traveling battery 220 that is a high-voltage power supply is abnormal, the EPS_ECU 420 normally operates during the retreat traveling. Let Further, even if the HV_ECU 320 is requested to stop the power supply from the traveling battery 220 that is a high-voltage power supply to the load, the operation state of the EPS actuator 410 is unknown. Control to turn off.

  Such a control system according to the present embodiment is read out from a CPU (Central Processing Unit) and a memory included in the ECU and executed by the CPU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs to be executed. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 4 and FIG. 5, the control structure of the program executed by HV_ECU 320 and EPS_ECU 420 in order to realize the control system according to the present embodiment will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is described as S) 1000, HV_ECU 320 determines whether or not IG (ignition) is turned on. If IG ON is detected (YES in S1000), the process proceeds to S1010. If not (NO in S1000), the process returns to S1000 and waits until IG ON is detected.

  In S1010, HV_ECU 320 determines whether ST (system start) is turned on. If ST-on is detected (YES in S1010), the process proceeds to S1020. If not (NO in S1010), the process returns to S1010 and waits until ST-on is detected.

  In S1020, HV_ECU 320 turns on SMR 500 and starts a precharge process. At this time, the positive main SMR is turned on, and then the negative precharge SMR having a limiting resistor connected in series is turned on to start precharging. The precharge process is completed when the voltage value on the load side reaches or exceeds a predetermined voltage value or when a predetermined precharge time has elapsed. In the following description, it is assumed that the precharge process is completed within a precharge time from the start of the precharge process.

  In S1030, HV_ECU 320 determines whether or not the high voltage connection is completed. At this time, the HV_ECU 320 determines that the high voltage connection has been completed when the precharge time has elapsed since the start of the precharge process. At this time, the HV_ECU 320 turns on the negative main SMR to which the limiting resistor is not connected and completes the start-up of the high-voltage system while keeping the positive main SMR on. When the high voltage connection is completed (YES in S1030), the process proceeds to S1040. If not (NO in S1030), the process returns to S1030 and waits until the high voltage connection is completed. It should be noted that the abnormality process may be performed when a predetermined time elapses after the precharge process from the start of the precharge process.

  In S1040, HV_ECU 320 transmits a high-voltage power usage permission signal to EPS_ECU 420. At this time, it is assumed that the communication line between HV_ECU 300 and EPS_ECU 420 is normal.

  In S1050, HV_ECU 320 determines whether or not a high-voltage power supply busy signal has been received from EPS_ECU 420. If the high-voltage power supply busy signal is received (YES at S1050), the process proceeds to S1060. If not (NO in S1050), the process returns to S1050 and waits until a high-voltage power supply busy signal is received. The high-voltage power supply busy signal may be received from an ECU (MG_ECU (travel system), air conditioner ECU (environment system), etc.) that controls components that receive power from the travel battery 220 other than the EPS_ECU 420. I do not care. At this time, it is assumed that the communication line between HV_ECU 300 and EPS_ECU 420 is normal.

  In S1060, HV_ECU 320 sets a high-voltage power supply in-use flag. At this time, the HV_ECU 320 may set the high-voltage power supply in-use flag so that a component device that receives power supply from the traveling battery 220 such as an electric compressor of the MG, EPS, and air conditioner can be identified. Absent.

  In S1070, HV_ECU 320 monitors the communication state. Since a known technique may be used for this communication state monitoring method, detailed description thereof will not be repeated here.

  In S1080, HV_ECU 320 determines whether or not a communication abnormality is detected. If a communication abnormality is detected (YES in S1080), the process proceeds to S1090 in FIG. If not (NO in S1080), the process returns to S1070 to check and monitor the communication state. Considering that this program is a subroutine, if no communication abnormality is detected (NO in S1080), the subroutine program can be terminated without returning to S1070. Even when such processing can be performed, the description thereof will not be repeated below.

  In S1090, HV_ECU 320 sets a communication abnormality flag. The set communication abnormality flag is stored in the memory as a diagnosis.

  In S1100, HV_ECU 320 determines whether or not IG (ignition) is turned off. If IG OFF is detected (YES in S1100), the process proceeds to S1110. If not (NO in S1100), the process returns to S1100 and waits until IG OFF is detected.

  In S1110, HV_ECU 320 sets an SMR cutoff delay time. At this time, it is also possible to change and set the SMR cutoff delay time according to the type of the high-voltage power supply in-use flag that is set. For example, as compared with the traveling MG and the steering EPS, the environmental electric air conditioner is set to be short because the importance of making the electric air conditioner operable during the evacuation process is not high. It is also possible. On the other hand, the traveling system MG and the steering system EPS, which are motion systems, are highly important to be in an operable state during the retreat process, and can be set longer. Further, regarding the MG of the traveling system, it is considered that it may not be operable when the vehicle speed falls below the threshold value, and the vehicle speed is detected and the timing for turning off the SMR 500 is controlled. It doesn't matter.

  In S1120, HV_ECU 320 starts a delay timer. In S1130, HV_ECU 320 determines whether or not the delay timer has expired. When the delay timer expires (YES in S1130), the process proceeds to S1140. If not (NO in S1130), the process returns to S1130 and waits until the delay timer expires.

  In S1140, HV_ECU 320 turns off SMR 500 (with positive-side main relay and / or negative-side main relay in a non-energized state) and shuts off the high-voltage system. That is, the traveling battery 220 and the load are not electrically connected.

  Returning to FIG. 4, in S2000, EPS_ECU 420 determines whether or not IG is turned on. If IG ON is detected (YES in S2000), the process proceeds to S2010. If not (NO in S2000), the process returns to S2000 and waits until IG ON is detected. The detection of IG ON in S2000 is the same as the detection of IG ON in S1000 described above. However, since the IG on / off signal is input in parallel to HV_ECU 320 and EPS_ECU 420, EPS_ECU 420 received from HV_ECU 320. It is described in a positive manner that IG-on is not detected based on the signal.

  In S2010, EPS_ECU 420 determines whether or not a high-voltage power usage permission signal has been received from HV_ECU 320. When the high-voltage power source use permission signal is received (YES in S2010), the process proceeds to S2020. If not (NO in S2010), the process returns to S2010 and waits until a high-voltage power source use permission signal is received. Also at this time, as described above, it is assumed that the communication line between the HV_ECU 300 and the EPS_ECU 420 is normal.

  In S2020, EPS_ECU 420 determines the start of use of the high-voltage power supply. This timing is when it is determined that the EPS is operated by the EPS actuator 410 based on the driver's steering operation angle, vehicle speed, and the like.

  In S2030, EPS_ECU 420 transmits a high-voltage power supply busy signal to HV_ECU 320. Also at this time, as described above, it is assumed that the communication line between the HV_ECU 300 and the EPS_ECU 420 is normal.

  In S2040, EPS_ECU 420 starts the operation of EPS. More specifically, the EPS_ECU 420 outputs an operation command signal to the electric motor, which is the EPS actuator 410, based on the driver's steering operation angle, vehicle speed, and the like. At this time, the electric motor which is the EPS actuator 410 is operated using the electric power of the traveling battery 220 which is lowered from about 288V (the rated voltage of the traveling battery 220) to about 46V by the step-down converter 400. .

  In S2050, EPS_ECU 420 monitors the communication state. About this communication state monitoring method, a known technique may be used in the same manner as the processing in HV_ECU 320 described above, and thus detailed description thereof will not be repeated.

  In S2060, EPS_ECU 420 determines whether or not a communication abnormality is detected. If a communication abnormality is detected (YES in S2060), the process proceeds to S2070 in FIG. The communication abnormality is detected between the HV_ECU 320 and the EPS_ECU 420 without causing a large time difference.

  In S2070, EPS_ECU 420 sets a communication abnormality flag. The set communication abnormality flag is stored in the memory as a diagnosis. In S2080, EPS_ECU 420 continues the operation of EPS. At this time, as will be described later, the EPS is activated by the electric power supplied from the traveling battery 220.

  In S2090, EPS_ECU 420 determines whether or not IG is turned off. If IG OFF is detected (YES in S2090), the process proceeds to S2100. If not (NO in S2090), the process returns to S2090 and waits until IG OFF is detected.

  In S2100, EPS_ECU 420 executes an EPS blocking process (evacuation process). For example, the EPS_ECU 420 activates the protection function so that once the control signal is interrupted to the EPS actuator 410 (when there is no driver's steering request), it is not output thereafter.

  The operation of the hybrid vehicle controlled by HV_ECU 320 and EPS_ECU 420, which are control systems according to the present embodiment, based on the above-described structure and flowchart will be described.

  When the driver gets on the hybrid vehicle equipped with the EPS function and turns on the IG switch, HV_ECU 320 detects IG on (YES in S1000). EPS_ECU 420 also detects IG on without communicating with HV_ECU 320 (YES in S2000).

  When the driver presses the POWER switch to activate the hybrid system, HV_ECU 320 detects ST-on (YES in S1010). A precharge process is executed using the SMR 500 (S1020), and after the precharge time, the positive-side main relay and the negative-side main relay of the traveling battery 220 are electrically connected to become a high-voltage connected state (in S1030). YES) The HV_ECU 320 transmits a high-voltage power usage permission signal to the EPS_ECU 420 (S1040).

  Receiving this, EPS_ECU 420 receives a high-voltage power usage permission signal from HV_ECU 420 (YES in S2010). If the driver steers the steering greatly at a slow vehicle speed, for example, it is determined that the EPS is activated, and it is determined that the use of the high-voltage power supply is started (S2020). The EPS_ECU 420 transmits a high-voltage power supply busy signal to the HV_ECU 320 (S2030).

  Receiving this, HV_ECU 320 receives a high-voltage power supply busy signal from EPS_ECU 420 (YES in S1050). A high-voltage power supply busy flag is set (S1060).

  In such a state, both HV_ECU 320 and EPS_ECU 420 monitor communication between HV_ECU 320 and EPS_ECU 420 (S1070, S2050). When the communication line between HV_ECU 320 and EPS_ECU 420 is disconnected, both HV_ECU 320 and EPS_ECU 420 detect a communication abnormality (YES in S1080, YES in S2060), and set a communication abnormality flag (S1090, S2070). At this time, the EPS is in an operating state, and the operation of the EPS is continued (S2080). At this time, since the SMR 500 controlled by the HV_ECU 320 is in a state where the high voltage connection has been completed, the EPS actuator 410 continues to operate with the electric power supplied from the traveling battery 220.

  When the driver turns off the IG switch (stops the hybrid system and stops the entire system of the vehicle) (YES in S2090), an EPS shut-off process is performed (S2100). In parallel with this, when the IG switch is turned off (YES in S1100), SMR cutoff delay time is set in HV_ECU 320 that controls opening and closing of SMR 500. If this delay time is mentioned regarding EPS, it will be about 5 seconds which the interruption | blocking process of EPS is completed.

  Until SMR cutoff delay timer is started and time is up (NO in S1130), SMR 500 electrically connects battery for traveling 220 and load (step-down converter 400). Therefore, the EPS actuator 410 is operated using the electric power of the traveling battery 220 supplied from the step-down converter 400, and the EPS blocking process is performed (S2100).

  When the SMR cutoff delay timer is started and time is up (YES in S1130), EPS cutoff processing is complete (evacuation processing is complete), and SMR 500 is electrically connected to traveling battery 220 and load (for step-down). The converter 400) is switched so as to be electrically disconnected. As a result, the hybrid system is shut off.

  As described above, according to the control system (HV_ECU and EPS_ECU) according to the present embodiment, the control device (ECU) that controls the electric device operated by the power of the traveling battery and the power supply of the traveling battery are controlled. Even if the communication line with the control device (HV_ECU) that operates is abnormal, the electric device that is operated by the power of the battery for traveling can be normally retracted.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of an entire hybrid vehicle including a control device according to an embodiment of the present invention. It is a figure which shows a power split mechanism. It is a control block diagram containing EPS_ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 1) which shows the control structure of the program performed by EPS_ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the program performed by EPS_ECU which is a control apparatus which concerns on embodiment of this invention.

Explanation of symbols

  120 engine, 140 motor generator, 160 drive wheel, 180 speed reducer, 200 power split mechanism, 220 battery for running, 240 inverter, 242 boost converter, 260 battery ECU, 280 engine ECU, 300 MG_ECU, 320 HV_ECU, 400 step-down converter, 410 EPS actuator, 420 EPS_ECU.

Claims (7)

A power supply system for a vehicle including a first control device, a second control device, and a signal line connecting the first control device and the second control device,
The first control device includes:
Means for controlling electrical connection and disconnection between a power storage mechanism mounted on the vehicle and the electric load based on an operation of a passenger of the vehicle;
Means for detecting an abnormality of the signal line;
Means for detecting an electrical connection disconnection request operation by a passenger of the vehicle;
Even if the shutoff request operation is detected when an abnormality of the signal line is detected when the power storage mechanism and the electrical load are electrically connected, the second control device Control means for controlling so as not to cut off the electrical connection until a predetermined condition is established,
The second control device includes:
Means for controlling an electrical load operated by the electric power supplied from the power storage mechanism;
Means for detecting an abnormality of the signal line;
Means for detecting an electrical connection disconnection request operation by a passenger of the vehicle. The second control device, when detecting the interruption request operation when the electric load is operating and detecting an abnormality of the signal line, controls the electric load to execute a evacuation process. Further comprising means for controlling,
2. The vehicle according to claim 1, wherein the control means of the first control device includes means for controlling the electrical connection so as not to be interrupted until the retracting process of the second control device is completed. Power system.   The control means of the first control device is a means for controlling the electrical connection so as not to be interrupted until a condition that the time until the evacuation process of the second control device elapses is satisfied. The vehicle power supply system according to claim 1, comprising:   The control means of the first control device does not cut off the electrical connection until a condition that the time for the saving process determined according to the type of the second control device elapses is satisfied. 4. The vehicle power system according to claim 3, comprising means for controlling.   The vehicle power supply system according to any one of claims 1 to 4, wherein the shut-off request operation is an ignition switch off command operation. The power storage mechanism is a power storage mechanism for traveling the vehicle,
The vehicle power supply system according to any one of claims 1 to 5, wherein the second control device is an electric load of a vehicle motion system.   The vehicle power supply system according to claim 6, wherein the electric load of the vehicle motion system is an electric power steering.

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