JP2010241308A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of suppressing deterioration of riding comfort, even if an operation of an electric actuator is stopped, while preventing damage of parts, even if large regenerative power is generated in the electric actuator for suppressing vibration of a vehicle body. <P>SOLUTION: This control device includes the electric actuator 4 for suppressing the vibration of the vehicle body, the electric actuator 9 for suppressing vibration of a seat provided in the vehicle body, a driving device 11 capable of driving either one of the electric actuator 4 and the electric actuator 9, a decision means 10 for deciding whether or not the driving device 11 is damaged by the regenerative power of the electric actuator 4, and a shielding means for shielding transmission of the regenerative power of the electric actuator 4 to the driving device 11. When it is decided that the driving device 11 is not damaged, the electric actuator 4 is driven by the driving device 11. When it is decided that the driving device 11 is damaged, the electric actuator 9 is driven by the driving device 11. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device including an electric actuator that suppresses vibration of a vehicle body and an electric actuator that suppresses vibration of a seat.

  Conventionally, in a suspension system including an electric actuator, a technique for appropriately controlling a vehicle body while reducing power consumption by using a regenerative braking force of a coil as a damping force of an absorber is known (for example, Patent Documents). 1).

JP 2006-161881 A

  However, since the regenerative power generated in the electric actuator that suppresses the vibration of the vehicle body varies greatly depending on the road surface condition, the above-mentioned conventional technology selects parts in advance that will not be damaged even if the maximum regenerative power expected is generated. I had to. In addition, if the damping force cannot be controlled by stopping the operation of the electric actuator, the riding comfort is deteriorated.

  Therefore, the present invention can prevent deterioration of the ride comfort even if the operation of the electric actuator stops, while preventing damage to the parts even when large regenerative power is generated in the electric actuator that suppresses vibration of the vehicle body. An object is to provide a vehicle control device.

In order to achieve the above object, a vehicle control device according to the present invention includes:
A first electric actuator for suppressing vibration of the vehicle body;
A second electric actuator for suppressing vibration of a seat provided in the vehicle body;
A driving device capable of driving either the first electric actuator or the second electric actuator;
Determining means for determining whether or not the drive device is damaged by the regenerative electric power of the first electric actuator;
A blocking means for blocking regenerative electric power of the first electric actuator from being transmitted to the driving device;
When it is determined by the determining means that the driving device is not damaged, the first electric actuator is driven by the driving device without being interrupted by the blocking device to transmit the regenerative power to the driving device. ,
When it is determined by the determination means that the drive device is damaged, the regenerative electric power is transmitted to the drive device is blocked by the blocking device, and the second electric actuator is driven by the drive device. It is characterized by that.

  ADVANTAGE OF THE INVENTION According to this invention, even if large regenerative electric power generate | occur | produces in the electric actuator which suppresses the vibration of a vehicle body, even if operation | movement of the said electric actuator stops, deterioration of riding comfort can be suppressed, preventing damage to components.

It is a block diagram of the vehicle suspension apparatus 100 which is embodiment of the control apparatus for vehicles which concerns on this invention. 1 is a configuration diagram of a suspension system 500 including a vehicle suspension apparatus 100. FIG. 3 is a flowchart showing an operation flow of the vehicle suspension device 100. It is the figure which showed the period of regeneration protection mode. It is a flowchart showing the flow of operation | movement of the vehicle suspension apparatus 100 in the state which the electromagnetic actuator 4 has stopped. It is the figure which showed the active control of the sheet | seat 90 when a suspension system stops. It is a block diagram of the vehicle suspension apparatus 200 which is embodiment of the control apparatus for vehicles which concerns on this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of a vehicle suspension apparatus 100 that is an embodiment of a vehicle control apparatus according to the present invention. FIG. 2 is a configuration diagram of a suspension system 500 including the vehicle suspension apparatus 100. The suspension system 500 includes a mechanism that converts energy generated by input from the road surface into regenerative power generated by a coil of the electromagnetic actuator 4 (4a, 4b, 4c, 4d). The vehicle suspension apparatus 100 includes an electromagnetic actuator 4 that suppresses vibration of the vehicle body 50, an electromagnetic actuator 9 that suppresses vibration of the seat 90 provided in the vehicle interior of the vehicle body 50, and one of the electromagnetic actuator 4 and the electromagnetic actuator 9. An EDU (Electronic Drive Unit) 11 that is a drive device that can be driven, an ECU (Electronic Control Unit) 10 that determines whether or not the EDU 11 is damaged by regenerative electric power generated in the electromagnetic actuator 4, and an electromagnetic actuator 4 And a switching mechanism 20 serving as a blocking unit that blocks regenerative power from being transmitted to the EDU 11.

  When the ECU 10 determines that the EDU 11 is not damaged, the connection destination of the EDU 11 is switched to the electromagnetic actuator 4 by the switching mechanism 20, and the electromagnetic actuator 4 is driven by the EDU 11 (without driving the electromagnetic actuator 9). On the other hand, when the ECU 10 determines that the EDU 11 is damaged, the connection destination of the EDU 11 is switched to the electromagnetic actuator 9 by the switching mechanism 20 so that the regenerative power generated in the electromagnetic actuator 4 is blocked from being transmitted to the EDU 11. Thus, the electromagnetic actuator 9 is driven (without driving the electromagnetic actuator 4).

  Therefore, according to the vehicle suspension apparatus 100, it is possible to prevent the regenerative energy generated in the electromagnetic actuator 4 from being transmitted to the EDU 11 when a large road surface input is predicted, by the switching operation of the switching mechanism 20. Therefore, the EDU 11 Can be prevented from being damaged. Then, since the EDU 11 cannot drive the electromagnetic actuator 4 by the switching operation of the switching mechanism 20, the electromagnetic actuator 9 can suppress the vibration of the seat 90 even if the vibration of the vehicle body 50 cannot be suppressed. Can be suppressed, and the deterioration of steering stability and ride comfort can be suppressed.

  Hereinafter, each configuration will be described in detail.

  In the suspension system 200 shown in FIG. 2, 1 (1a, 1b, 1c, 1d) is a sprung G sensor connected to each wheel, and 2 (2a, 2b, 2c, 2d) is an unsprung mass connected to each wheel. G sensors, 3 (3a, 3b, 3c, 3d) are vehicle height sensors connected to each wheel, and 4 (4a, 4b, 4c, 4d) are electromagnetic actuators connected to each wheel.

  The sprung G sensor 1a, the unsprung G sensor 2a, the vehicle height sensor 3a, and the electromagnetic actuator 4a are installed at the attachment site of the vehicle body 50 on the right front wheel 51a side. An unsprung G sensor 1b, an unsprung G sensor 1b, a vehicle height sensor 3b, and an electromagnetic actuator 4b are installed at an attachment site of the vehicle body 50 on the left front wheel 51b side. An unsprung G sensor 1c, an unsprung G sensor 1c, a vehicle height sensor 3c, and an electromagnetic actuator 4c are installed at the attachment portion of the vehicle body 50 on the right rear wheel 51c side. An unsprung G sensor 1d, an unsprung G sensor 1d, a vehicle height sensor 3d, and an electromagnetic actuator 4d are installed at the attachment portion of the vehicle body 50 on the left rear wheel 51d side.

  The sprung G sensor 1 and the unsprung G sensor 2 detect the acceleration of the vehicle body 50. “Spring” refers to the position of the vehicle body side member supported by the spring configured in the electromagnetic actuator 4, and “Unsprung” refers to the wheel side member not supported by the spring configured in the electromagnetic actuator 4. Says the position.

  The vehicle height sensor 3 detects the vertical position (vehicle height) of the vehicle body 50. The electromagnetic actuator 4 is an electric actuator that suppresses vibration of the vehicle body 50. Each electromagnetic actuator 4 includes an electric motor 14, a shock absorber having a resolver that detects rotation of the motor 14, and a spring (coil spring) that elastically supports an unsprung portion on the spring. Each electromagnetic actuator 4 may include a thermistor that detects the temperature of the motor 14, a motor relay that can cut off the energization of the motor 14, and the like. By finely adjusting the vehicle height by the operation of the electromagnetic actuator 4, vibration of the vehicle body 50 is suppressed. That is, when the motor 14 is appropriately rotated by the ECU 10 and the EDU 11, the movable portion that moves up and down with respect to the motor 14 attached to the vehicle body 50 moves upward or downward, thereby causing the vehicle body 50 to move. Can suppress vibration. The structure of the electromagnetic actuator 4 is not particularly limited as long as regenerative power is generated in the motor 14. For example, a linear motor may be used as the electromagnetic actuator 4.

  The vehicle height switch 5 and the travel mode switch 6 are provided in the passenger compartment and output a signal corresponding to the operation input of the passenger. As a result of the occupant's switch operation, a signal instructing adjustment of the vehicle height is output from the vehicle height switch 5, and a signal instructing adjustment of the hardness of the suspension is output from the travel mode switch 6.

  The ECU 10 follows the instruction signals from the vehicle height switch 5 and the travel mode switch 6 and based on analog or digital signals from the sprung G sensor 1, unsprung G sensor 2, vehicle height sensor 3, resolver, etc. The EDU 11 that drives the motor 14 is controlled independently for each of the EDUs 11a, 11b, 11c, and 11d so that the vibration of the vehicle body 20 is attenuated by the driving of the motor 14.

  The EDU 11a drives the motor 14 of the electromagnetic actuator 4a on the right front wheel 51a side, the EDU 11b drives the motor 14 of the electromagnetic actuator 4b on the left front wheel 51b side, and the EDU 11c drives the motor of the electromagnetic actuator 4c on the right rear wheel 51c side. 14, the EDU 11 d drives the motor 14 of the electromagnetic actuator 4 d on the left rear wheel 51 d side. The ECU 10 and each EDU 11 are connected to each other by a communication line 15 such as CAN.

  The regenerative braking force generated when the motor 14 of each electromagnetic actuator 4 is rotated by the vertical movement of each wheel 51 due to unevenness of the road surface is used as a damping force that attenuates the vibration of the vehicle body 50. The ECU 10 adjusts the damping force between the sprung and unsprung parts by controlling the EDU 11 so that a current having a direction opposite to that generated by electromagnetic induction caused by the rotation of the motor 14 flows through the motor 14. .

  The DC-DC converter 31 includes a voltage conversion control circuit unit such as a transformer and a switching regulator, and a voltage obtained by step-down converting the voltage of the high-voltage battery 32 for hybrid is used as an operation power supply voltage of the EDU 11 for flowing current to the motor 14. Generate. This step-down voltage corresponds to the power supply voltage (drain-source voltage or collector-emitter voltage) of the switching elements SW1 to SW6 in the EDU 11. Of course, the voltage of the auxiliary battery 33 may be used as the operating power supply voltage of the EDU 11 without using the voltage generated by the DC-DC converter 31.

  On the other hand, in the vehicle suspension apparatus 100 shown in FIG. 1, the EDU 11 includes a drive element unit 12 having switching elements SW1 to SW6 made of semiconductors such as IGBTs, MOSFETs, bipolar transistors, and the like. The inverter includes a drive circuit 13 that outputs a pre-drive signal for turning on / off the switching element SW. The EDU 11 illustrated in FIG. 1 may be any one of the EDUs 11a to 11d illustrated in FIG.

  The EDU 11 converts the DC power into AC power by controlling on / off of each switching element according to the three-phase (U, V, W) drive signal (PWM signal) output from the ECU 10, and the electromagnetic actuator 4 One of the motor 14 configured in the above and the motor 19 configured in the electromagnetic actuator 9 is driven.

  The electromagnetic actuator 9 is an electric actuator that generates a damping force that suppresses vibration of the seat 90 of the vehicle body 50. The electromagnetic actuator 9 includes an electric motor 19. By finely adjusting the vertical position of the sheet 90 by the operation of the electromagnetic actuator 9, the vibration of the sheet 90 is suppressed. That is, when the motor 19 is appropriately rotated by the ECU 10 and the EDU 11, the movable portion movable in the vertical direction moves upward or downward with respect to the motor 19 attached to the vehicle body 50, thereby moving the seat 90. Can suppress vibration. The structure of the electromagnetic actuator 9 can be driven by the drive configuration of the EDU 11, and has a movable part that can move the seat 90 in the vertical direction with respect to the vehicle body 50. There is no particular limitation. For example, a linear motor may be used as the electromagnetic actuator 9.

  The electromagnetic actuator 9 is provided below the seat 90 and is installed between the seat 90 and the vehicle body 50. In FIG. 1, one electromagnetic actuator 9 provided under one sheet 90 is representatively shown, but the electromagnetic actuator 9 may be provided under each sheet. By adopting a configuration in which each EDU 11 independently drives the electromagnetic actuator 9 mounted at a position closest to its own mounting position, the wiring between the EDU 11 and the electromagnetic actuator 9 can be shortened. For example, when the driver's seat is on the right side of the vehicle, the EDU 11a drives the motor 19 of the electromagnetic actuator 9 installed under the driver's seat, and the EDU 11b drives the motor 19 of the electromagnetic actuator 9 installed under the passenger's seat. May be. The same applies to the rear seat. Further, since the driving power necessary for driving the motor 14 of the electromagnetic actuator 4 for suspension of the vehicle is larger than the driving power required for driving the motor 19 of the electromagnetic actuator 9 for the seat, one EDU 11 is used. However, the motors 19 of the plurality of electromagnetic actuators 9 may be driven.

  Although the details of the drive target of the EDU 11 will be described later, either the electromagnetic actuator 4 or the electromagnetic actuator 9 is selected by the switching operation of the switching mechanism 20. Therefore, the EDU 11 connected to the electromagnetic actuator 4 can drive the electromagnetic actuator 4 but cannot drive the electromagnetic actuator 9. Conversely, the EDU 11 connected to the electromagnetic actuator 9 can drive the electromagnetic actuator 9 but cannot drive the electromagnetic actuator 4.

  The switching elements SW1, 3, and 5 of the EDU 11 are high-side switching elements that are short-circuited to the power supply voltage, and the switching elements SW2, 4, and 6 are low-side switching elements that are short-circuited to the ground (reference potential). A diode is connected to each switching element SW1-6 in parallel (or built-in). Each of the diodes D1 to D6 has a forward direction from the ground to the power supply voltage (a direction from the emitter to the collector) (the power supply voltage side is a cathode).

  A connection point between the switching elements SW1 and SW2 is connected to a connection point between the U-phase coil and the V-phase coil of the electromagnetic actuator 4 (or the electromagnetic actuator 9) via the harness 22a. A connection point between the switching elements SW3 and SW4 is connected to a connection point between the U-phase coil and the W-phase coil of the electromagnetic actuator 4 (or the electromagnetic actuator 9) via the harness 22b. A connection point between the switching elements SW5 and SW6 is connected to a connection point between the V-phase coil and the W-phase coil of the electromagnetic actuator 4 (or the electromagnetic actuator 9) via the harness 22c.

  The ECU 10 is a control unit including a microcomputer having a three-phase drive circuit that outputs a three-phase drive signal to be sent to the EDU 11 and a central processing unit. The microcomputer of the ECU 10 acquires the three-phase state of the motor built in the electromagnetic actuator 4 (or electromagnetic actuator 9), and determines the energization patterns of the six switching elements SW1 to SW6 of the drive element unit 12 of the EDU 11. The microcomputer of the ECU 10 outputs a three-phase drive signal determined according to the energization pattern to the drive circuit 13 of the EDU 11 via the three-phase drive circuit. As a result, the drive circuit 13 drives the six switching elements SW1 to SW6 according to the three-phase drive signal, and rotates the motor built in the electromagnetic actuator 4 (or electromagnetic actuator 9). For example, the microcomputer of the ECU 10 detects the detected current value and the current based on a current detection signal output from a current sensor that detects a current flowing in a motor built in the electromagnetic actuator 4 (or the electromagnetic actuator 9). By obtaining the direction, the electrical position (electrical angle) of the rotor of the motor built in the electromagnetic actuator 4 (or electromagnetic actuator 9) is detected, and a three-phase drive signal is output based on the electrical angle. To do.

  The ECU 10 is a determination unit that determines whether or not the EDU 11 is damaged by the regenerative power generated by the motor 14 of the electromagnetic actuator 4. That is, the ECU 10 is a determination unit (prediction unit) that determines whether or not the EDU 11 is predicted to be damaged by the regenerative power generated in the motor 14 of the electromagnetic actuator 4. When the ECU 10 determines that the EDU 11 is not damaged by the regenerative power expected to be generated, the ECU 10 switches the connection destination of the EDU 11 to the electromagnetic actuator 4 and sets the drive target of the EDU 11 to the electromagnetic actuator 4. On the other hand, when the ECU 10 determines that the EDU 11 is damaged by the regenerative power expected to be generated, the ECU 10 switches the connection destination of the EDU 11 to the electromagnetic actuator 9 and sets the drive target of the EDU 11 to the electromagnetic actuator 9.

  In other words, the EDU 11 drives the electromagnetic actuator 4 when the ECU 10 is not expected to damage the EDU 11 due to regenerative power, and drives the electromagnetic actuator 9 when the EDU 11 is predicted to be damaged due to regenerative power.

  When regenerative power is also generated in the motor 19 of the electromagnetic actuator 9, the maximum regenerative power generated in the motor 19 of the electromagnetic actuator 9 is to prevent damage to the EDU 11 due to the regenerative power generated in the motor 19 of the electromagnetic actuator 9. This is smaller than the maximum regenerative power generated in the motor 14 of the electromagnetic actuator 4.

  As described above, the regenerative power enough to damage the EDU 11 is obtained by switching the connection destination of the EDU 11 from the electromagnetic actuator 4 to the electromagnetic actuator 9 before the regenerative power enough to damage the EDU 11 is generated in the motor 14 of the electromagnetic actuator 4. Even if it occurs, it is possible to ensure good riding comfort by driving the electromagnetic actuator 9 instead of driving the electromagnetic actuator 4 while preventing the EDU 11 from being damaged. Switching of the connection destination of the EDU 11 is performed by the switching mechanism 20.

  The switching mechanism 20 is a switching unit that selectively switches the connection destination of the EDU 11, but is also a blocking unit that blocks regenerative power generated in the electromagnetic actuator 4 from being transmitted to the EDU 11. The switching mechanism 20 is provided between the EDU 11 and the electromagnetic actuator 4. A specific example of the switching mechanism 20 is a relay. The switching mechanism 20 includes a switching unit 20a provided in a harness 22a that connects a connection point between the switching elements SW1 and SW2 and a connection point between the U-phase coil and the V-phase coil, and a connection point between the switching elements SW3 and SW4. The switching unit 20b provided in the harness 22b that connects the connection points of the phase coil and the W phase coil, and the harness 22c that connects the connection point of the switching elements SW5 and SW6 and the connection point of the V phase coil and the W phase coil. Switching unit 20c.

  Further, the vehicle suspension apparatus 100 may include a short-circuit mechanism 26 as a blocking unit that blocks regenerative power generated in the electromagnetic actuator 4 from being transmitted to the EDU 11. The short-circuit mechanism 26 includes a short-circuit portion 26a that can short-circuit between the harness 22a and the harness 22b, and a short-circuit portion 26b that can short-circuit between the harness 22b and the harness 22c. The short circuit part 26a short-circuits between the harness 22a and the harness 22b at a position on the motor 14 side with respect to a connection point between the motor 19 and the harnesses 22a and 22b. The short-circuit part 26b short-circuits between the harness 22b and the harness 22c at a position on the motor 14 side with respect to a connection point between the motor 19 and the harnesses 22b and 22c. When the harnesses are short-circuited by the short-circuit part 26a and the short-circuit part 26b, it is possible to generate a damping force that attenuates the vibration of the vehicle body 50 due to the regenerative brake, and at the same time, the regenerative power generated in the motor 14 is transmitted to the EDU 11. Can be cut off.

  Further, the low-side switching elements SW2, 4, and 6 of the EDU 11 can also function as a blocking unit that blocks transmission of regenerative power generated in the electromagnetic actuator 4 to the EDU 11. By turning on all the switching elements SW2, 4, and 6, the harnesses 22a, 22b, and 22c are short-circuited to the ground, so that the regenerative power generated in the motor 14 is transmitted to the EDU 11 via the harnesses 22a, 22b, and 22c. Can be cut off.

  The interruption operation for interrupting the regenerative power generated in the electromagnetic actuator 4 from being transmitted to the EDU 11 (that is, the switching operation of the switching mechanism 20, the short-circuit operation of the short-circuit mechanism 26, and the ON operation of the switching elements SW2, 4, 6) is performed. , Controlled by the ECU 10.

  FIG. 3 is a flowchart showing an operation flow of the vehicle suspension apparatus 100. The ECU 10 obtains information (regenerative power breakdown prediction information) necessary for predicting whether or not the EDU 11 is damaged due to generation of regenerative power (step 10).

  The ECU 10 obtains, for example, road surface undulation information in the traveling direction of the vehicle as the regenerative power breakdown prediction information. The road surface undulation information can be acquired by, for example, map information including detailed data on roads, image information obtained by photographing road surface conditions, and a millimeter wave radar capable of detecting road surface conditions. This undulation information is data that can specify the undulation state of the road surface. For example, the ECU 10 may obtain undulation information related to the road surface in the traveling direction of the vehicle based on map information stored in advance in a storage device such as a navigation device, or based on image information captured by an outside camera or the like. The undulation information regarding the road surface in the traveling direction of the vehicle may be obtained, or the undulation information regarding the road surface in the traveling direction of the vehicle may be obtained based on detection data by the millimeter wave radar.

  The ECU 10 predicts the magnitude of regenerative power generated in the motor 14 based on the undulation information related to the road surface in the traveling direction of the vehicle. ECU10 calculates the magnitude | size of regenerative electric power according to the undulation state of the road surface specified by the undulation information. The greater the undulations on the road, the greater the regenerative power generated.

  Moreover, ECU10 acquires the status information of the site | part to which the regenerative electric power which generate | occur | produced in the motor 14 is applied as regenerative electric power destruction prediction information, for example. The state information of the part to which the regenerative power generated in the motor 14 is applied includes, for example, the temperature information of the weakest part (for example, the switching element SW) that is most easily damaged by the regenerative power, the voltage information of the switching element SW, and the like. It is done. The ECU 10 predicts whether or not the part is damaged by the regenerative power generated in the motor 14 based on the state information of the part to which the regenerative power generated in the motor 14 is applied. For example, the ECU 10 determines that the damage of the part is predicted if the temperature of the part is equal to or higher than a predetermined value, and determines that the damage of the part is predicted if the voltage of the switching element SW is equal to or higher than the predetermined value. To do.

  Moreover, ECU10 acquires the rotational speed information regarding the rotational speed of the motor 14, for example as regenerative electric power destruction prediction information. The ECU 10 calculates the amount of regenerative power according to the line speed of the motor 14. The greater the rotational speed, the greater the regenerative power.

  The ECU 10 determines whether or not the transition to the regenerative protection mode is necessary based on the result predicted by the regenerative power breakdown prediction information (step 12). When the ECU 10 determines that the transition to the regeneration protection mode is not necessary, the ECU 10 sets the control mode to the normal mode, and performs the normal control for suppressing the vibration of the vehicle body 50 by driving the electromagnetic actuator 4 by the EDU 11 (step 20). ). When the control mode is set to the normal mode and the normal control is performed, the ECU 10 switches the connection destination of the EDU 11 to the electromagnetic actuator 4 by the switching mechanism 20 and sets the drive target of the EDU 11 to the electromagnetic actuator 4.

  On the other hand, when the ECU 10 determines that the transition to the regenerative protection mode is necessary, the ECU 10 sets the control mode to the regenerative protection mode, and performs protection control that blocks regenerative power generated in the motor 14 from being transmitted to the EDU 11. (Step 14).

  When the ECU 10 performs the protection control by setting the control mode to the regeneration protection mode, for example, the connection destination of the EDU 11 is switched to the electromagnetic actuator 9 by the switching mechanism 20 (step 14 (a)). Thereby, it can prevent beforehand that EDU11 is damaged by regenerative electric power. Here, there is a characteristic that the regenerative power increases as the rotation speed of the motor 14 increases. Therefore, if energization between the EDU 11 and the motor 14 is interrupted by the switching mechanism 20 with a large amount of regenerative power, contact welding of the switching mechanism 20 or damage to the switching mechanism 20 itself and its peripheral part may occur due to the generation of an arc. Therefore, the ECU 10 causes the switching mechanism 20 to perform a switching operation (a regenerative power cut-off operation) in a regenerative state where no adverse effects due to such cut-off occur.

  When the ECU 10 sets the control mode to the regenerative protection mode and performs the protection control, for example, the ECU 10 short-circuits all three phases by causing the short-circuit mechanism 26 to perform a short-circuit operation (step 14 (a)). Thereby, it can prevent beforehand that EDU11 is damaged by regenerative electric power.

  Further, when the protection mode is performed by setting the control mode to the regenerative protection mode, the ECU 10 determines, for example, whether or not the switching elements SW2, 4, 6 are turned on, and based on the determination result, the switching element SW2 , 4 and 6 are controlled so that all are turned on (step 14 (c)). Thereby, it can prevent beforehand that EDU11 is damaged by regenerative electric power.

  Then, the ECU 10 obtains information (normal mode return determination information) for determining whether or not the transition to the normal mode is possible (step 16). The normal mode return determination information may be, for example, the above-described regenerative power breakdown prediction information. The ECU 10 determines whether it is possible to return to the normal mode based on the normal mode return determination information (step 18). When it is determined that the ECU 10 can be returned to the normal mode, the ECU 10 sets the control mode to the normal mode and performs the above-described normal control (step 20). On the other hand, when determining that the normal mode cannot be restored, the ECU 10 repeats the determination in step 18 based on the obtained normal mode return determination information while setting the control mode to the regeneration protection mode.

  FIG. 4 is a diagram showing the period of the regeneration protection mode. The period of the regeneration protection mode varies according to the obtained regeneration power breakdown prediction information.

  In FIG. 4A, the ECU 10 regenerates the control mode at the time point t1 when the detected voltage of the switching element SW reaches the preset transition voltage to the regenerative protection mode based on the regenerative power breakdown prediction information. Set protection mode. Then, the ECU 10 sets the control mode to the normal mode at a time point t2 when the detected voltage of the switching element SW reaches the preset return voltage to the normal mode based on the regenerative power breakdown prediction information.

  In FIG. 4B, the ECU 10 changes the control mode at the time point t3 when the detected rotational speed of the motor 14 reaches the preset rotational speed of transition to the regenerative protection mode based on the regenerative power breakdown prediction information. Set the regeneration protection mode. Then, the ECU 10 shifts to the regenerative protection mode in which the detected rotation speed of the motor 14 is set at a predetermined time t4 preset from the arrival time t3 based on the regenerative power breakdown prediction information. The control mode is set to the normal mode when the rotation speed is lower.

  FIG. 5 is a flowchart showing an operation flow of the vehicle suspension apparatus 100 in a state where the electromagnetic actuator 4 is stopped. When the connection destination of the EDU 11 is switched to the electromagnetic actuator 9 by the switching mechanism 20 (step 14 (a) in FIG. 3), the electromagnetic actuator 4 is prevented from deteriorating in riding comfort due to the inability to drive the electromagnetic actuator 4 by the EDU 11. No. 4 supplementary function at the time of stop is necessary.

  The ECU 10 obtains state information indicating the operation / non-operation of the suspension system (step 30). That is, the ECU 10 obtains information for determining whether the control mode is a normal mode indicating a state where the EDU 11 drives the electromagnetic actuator 4 or a protection mode indicating a state where the EDU 11 drives the electromagnetic actuator 9. do it.

  If the ECU 10 determines that the suspension system is in operation (step 32, No), the control mode is set to the normal mode and the above-described normal control is performed (step 42).

  On the other hand, when the ECU 10 determines that the suspension system is inoperative (step 32, Yes), the ECU 10 sets the control mode to the ride comfort backup mode (step 34). When the control mode is set to the ride comfort backup mode, the ECU 10 determines that the seat 90 is based on input signals from sensors such as the sprung G sensor 1, the unsprung G sensor 2, the vehicle height sensor 3, and the vehicle speed sensor. The EDU 11 that drives the motor 19 is controlled to move up and down by the electromagnetic actuator 9.

  At this time, as shown in FIG. 6, the ECU 10 causes the electromagnetic actuator 9 to seat the seat in a direction to cancel the input from the road surface detected by sensors such as the sprung G sensor 1, the unsprung G sensor 2, and the vehicle height sensor 3. By performing active control to move 90 up and down, it is possible to suppress a reduction in riding comfort due to the inability to drive the electromagnetic actuator 4 that can suppress vibration of the vehicle body 50 (step 36). That is, even if the suspension system is stopped due to the predicted generation of regenerative electric power that damages the EDU 11, the seat 90 is slid up and down in the direction to cancel the input from the road surface, thereby ensuring riding comfort. be able to.

  Then, the ECU 10 obtains state information indicating the operation / non-operation of the suspension system (step 38). That is, the ECU 10 may obtain information for determining whether or not the return to the normal mode is possible. When it is determined that the ECU 10 can return to the normal mode, the ECU 10 sets the control mode to the normal mode and performs the above-described normal control (step 42). On the other hand, when it is determined that the normal mode cannot be restored, the ECU 10 repeats the determination in step 40 based on the obtained normal mode return determination information while the control mode is set to the ride comfort backup mode.

  Therefore, according to the above-described embodiment, even if a large regenerative electric power is generated in the electromagnetic actuator that suppresses the vibration of the vehicle body, the operation of the electromagnetic actuator is stopped while preventing the drive device that drives the electromagnetic actuator from being damaged. Can also reduce the ride comfort.

  Further, when the electromagnetic actuator is driven at a high speed by road surface input or the like, a large regenerative power is generated, but the generated power varies greatly depending on the road surface state. In spite of the fact that a large amount of power is generated, it is impractical to select the parts so that they do not break even at the maximum power from the viewpoint of ensuring reliability. It becomes the size. However, according to the above-described embodiment, it is possible to select a component of an appropriate size.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  FIG. 7 is a configuration diagram of a vehicle suspension apparatus 200 that is an embodiment of the vehicle control apparatus according to the present invention. About the structure of the vehicle suspension apparatus 200, the same code | symbol is attached | subjected to the structure similar to the vehicle suspension apparatus 100 shown in FIG. 1, and the description is abbreviate | omitted. The vehicle suspension device 200 drives one of the electromagnetic actuator 4 that suppresses vibration of the vehicle body 50, the electromagnetic actuator 9 that suppresses vibration of the seat 90 provided in the vehicle interior of the vehicle body 50, and the electromagnetic actuator 4 and the electromagnetic actuator 9. An EDU 11 that is a possible drive unit, an ECU 10 that determines whether or not the EDU 11 is damaged by the regenerative power generated in the electromagnetic actuator 4, and a blocking means that blocks transmission of the regenerative power generated in the electromagnetic actuator 4 to the EDU 11 And a switching mechanism 21 serving as switching means for switching the connection destination of the EDU 11 to either the electromagnetic actuator 4 or the electromagnetic actuator 9.

  The blocking mechanism 23 includes a blocking unit 23a that blocks a connection point between the switching elements SW1 and SW2 and a connection point between the U-phase coil and the V-phase coil, a connection point between the switching elements SW3 and SW4, a U-phase coil, and the W There is a blocking part 23b for blocking the connection point with the phase coil, and a blocking part 23c for blocking the connection point between the switching elements SW5 and SW6 and the connection point between the V-phase coil and the W-phase coil. By performing the shut-off operation of the shut-off mechanism 23 (that is, the off operation of the shut-off portions 23a, 23b, and 23c), the regenerative power generated in the electromagnetic actuator 4 is blocked from being transmitted to the EDU 11.

  The switching mechanism 21 is provided between a point on the harness between the EDU 11 and the blocking mechanism 23 and the electromagnetic actuator 9. A specific example of the switching mechanism 21 is a relay. The switching mechanism 21 includes a switching unit 21a provided in a harness 22a that connects a connection point between the switching elements SW1 and SW2 and a connection point between the U-phase coil and the V-phase coil, a connection point between the switching elements SW3 and SW4, and a U The switching portion 21b provided in the harness 22b that connects the connection points of the phase coil and the W phase coil, and the harness 22c that connects the connection point of the switching elements SW5 and SW6 and the connection point of the V phase coil and the W phase coil. Switching unit 21c. When the switching mechanism 21 is turned off (that is, the switching units 21a, 21b, and 21c are turned off), the connection destination of the EDU 11 is switched to the electromagnetic actuator 4, and the switching mechanism 21 is turned on (that is, the switching unit 21a, 21b and 21c) is switched, the connection destination of the EDU 11 is switched to the electromagnetic actuator 9.

  When the ECU 10 determines that the EDU 11 is not damaged, the connection destination of the EDU 11 is switched to the electromagnetic actuator 4 by the switching mechanism 21, and the electromagnetic actuator 4 is driven by the EDU 11 (without driving the electromagnetic actuator 9). On the other hand, when it is determined by the ECU 10 that the EDU 11 is damaged, the connection destination of the EDU 11 is switched to the electromagnetic actuator 9 by the switching mechanism 21 and the regenerative power generated in the electromagnetic actuator 4 is blocked from being transmitted to the EDU 11 by the blocking mechanism 23. Thus, the electromagnetic actuator 9 is driven by the EDU 11 (without the electromagnetic actuator 4 being driven).

  Therefore, according to the vehicle suspension apparatus 200, the regenerative energy generated in the electromagnetic actuator 4 when the large road surface input is predicted can be prevented from being transmitted to the EDU 11 by the shut-off operation of the shut-off mechanism 23. Can be prevented from being damaged. Then, since the EDU 11 cannot drive the electromagnetic actuator 4 by the switching operation of the switching mechanism 21, the electromagnetic actuator 9 can suppress the vibration of the seat 90 even if the vibration of the vehicle body 50 cannot be suppressed. Can be suppressed, and the deterioration of steering stability and ride comfort can be suppressed.

  In the above-described embodiment, the vehicle control device and the control method thereof according to the present invention have been described by taking a system capable of suppressing the vibration of the seat as an example. However, the present invention is not limited to the electric actuator for the seat. It is also possible to apply the present invention to a control device that controls an electric actuator for improving comfort and a control method thereof.

DESCRIPTION OF SYMBOLS 1 Unsprung G sensor 2 Unsprung G sensor 3 Vehicle height sensor 4 Vehicle suspension actuator 5 Vehicle height switch 6 Travel mode switch 7 Steer bus 8 Braking / driving bus 9 Seat actuator 10 ECU
11 EDU
12 Drive Element Unit 13 Drive Circuit 14 Suspension Motor 15 L / CAN
DESCRIPTION OF SYMBOLS 19 Seat motor 20,21 Switching mechanism 22 Harness 23 Shut-off mechanism 26 Short-circuit mechanism 31 DC-DC converter 32 Hybrid battery 33 Auxiliary battery 90 Seat 50 Car body 51 Wheel SW1-6 Switching element 100 Vehicle suspension system 500 Suspension system

Claims (1)

A first electric actuator for suppressing vibration of the vehicle body;
A second electric actuator for suppressing vibration of a seat provided in the vehicle body;
A driving device capable of driving either the first electric actuator or the second electric actuator;
Determining means for determining whether or not the drive device is damaged by the regenerative electric power of the first electric actuator;
A blocking means for blocking regenerative electric power of the first electric actuator from being transmitted to the driving device;
When it is determined by the determining means that the driving device is not damaged, the first electric actuator is driven by the driving device without being interrupted by the blocking device to transmit the regenerative power to the driving device. ,
When it is determined by the determination means that the drive device is damaged, the regenerative electric power is transmitted to the drive device is blocked by the blocking device, and the second electric actuator is driven by the drive device. A vehicle control device.

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