JP2019068680A - Power control apparatus - Google Patents

Power control apparatus Download PDF

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JP2019068680A
JP2019068680A JP2017194333A JP2017194333A JP2019068680A JP 2019068680 A JP2019068680 A JP 2019068680A JP 2017194333 A JP2017194333 A JP 2017194333A JP 2017194333 A JP2017194333 A JP 2017194333A JP 2019068680 A JP2019068680 A JP 2019068680A
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battery
power
ecu
actuator
output current
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真樹 西川
Masaki Nishikawa
真樹 西川
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Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Direct Current Feeding And Distribution (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

To provide a power control apparatus capable of suppressing the charge amount of one battery alone from extremely reducing in a system with dual power sources with independent first and second batteries.SOLUTION: A power control apparatus is incorporated in a vehicle system that includes: a first mechanism for drive-controlling a wheel on one side with power from a first battery; a second mechanism for drive-controlling a wheel on the other side with power from a second battery; and a third mechanism for controlling an attitude of a vehicle by a redundant structure that includes a first actuator functioning with the power from the first battery and a second actuator functioning with the power from the second battery, and capable of adjusting power distribution between the first and second actuator. The control apparatus includes: a monitor part for monitoring an output current of the first battery and that of the second battery; and a control unit for controlling power for distributing to the first and second actuators of the third mechanism so as to minimize a difference between the output current of the first battery and that of the second battery on the basis of the result of the monitor part.SELECTED DRAWING: Figure 1

Description

本発明は、車両システムに搭載される電力制御装置に関する。   The present invention relates to a power control device mounted on a vehicle system.

例えば、特許文献１に、独立した２つの電池によって電源を二重化して、一方の電池に蓄電量の低下などの異常が生じても、この電池の電力不足分を他方の電池から補償して車両走行を継続できる電源システムが、開示されている。   For example, according to Patent Document 1, even if the power supply is duplicated by two independent batteries and an abnormality such as a decrease in the storage capacity occurs in one battery, the power shortage of this battery is compensated from the other battery to be a vehicle A power supply system capable of continuing traveling is disclosed.

特開２００４−１３５３７１号公報Unexamined-Japanese-Patent No. 2004-135371

上記特許文献１に記載された電源システムの技術では、２つのうち一方の電池だけが極端に蓄電量が低下してしまうこと、又は２つの電池の蓄電量に偏りが生じることを抑制できない。   According to the technology of the power supply system described in Patent Document 1, it can not be suppressed that the storage amount of one of the two batteries is extremely reduced or that the storage amounts of the two batteries are uneven.

本発明は、上記課題を鑑みてなされたものであり、独立した２つの電池によって電源を二重化したシステムにおいて、一方の電池の蓄電量だけが極端に低下すること又は２つの電池の蓄電量に偏りが生じることを抑制できる電力制御装置を、提供することを目的とする。   The present invention has been made in view of the above problems, and in a system in which power supplies are duplicated by two independent batteries, only the storage amount of one battery is extremely reduced or the storage amounts of the two batteries are biased. Power control device capable of suppressing the occurrence of

上記課題を解決するために、本発明の一態様は、独立した第１電池及び第２電池、第１電池の電力で一方側の車輪を駆動制御する第１機構、第２電池の電力で他方側の車輪を駆動制御する第２機構、及び第１電池の電力で作動する第１アクチュエーターと第２電池の電力で作動する第２アクチュエーターとによる冗長構成によって車両の姿勢を制御し、第１アクチュエーターと第２アクチュエーターとの電力配分を調整可能な第３機構、を有する車両システムに搭載される電力制御装置であって、第１電池の出力電流及び第２電池の出力電流を監視する監視部と、監視部の結果に基づいて、第１電池の出力電流と第２電池の出力電流との差が小さくなるように、第３機構における第１アクチュエーターと第２アクチュエーターとに分配する電力を制御する制御部と、を備える、ことを特徴とする。   In order to solve the above problems, one aspect of the present invention is an independent first battery and second battery, a first mechanism for driving and controlling wheels on one side with the power of the first battery, and another with the power of the second battery The attitude of the vehicle is controlled by a redundant structure including a second mechanism for driving and controlling the wheels on the side and a first actuator operated by the power of the first battery and a second actuator operated by the power of the second battery. A power control apparatus mounted on a vehicle system having a third mechanism capable of adjusting the power distribution between the second battery and the second actuator, the monitoring unit monitoring an output current of the first battery and an output current of the second battery; , The electric power distributed to the first actuator and the second actuator in the third mechanism so that the difference between the output current of the first battery and the output current of the second battery becomes smaller based on the result of the monitoring unit And a control unit for controlling, characterized in that.

上記一態様では、第１機構が接続された第１電池の出力電流と、第２機構が接続された第２電池の出力電流とを、監視する。そして、第１電池の出力電流と第２電池の出力電流とに差が生じた場合には、第１電池及び第２電池の各々で作動する２つのアクチュエーターを有する第３機構の各アクチュエーターへの電力配分を調整して、電池間の出力電流の差が小さくなるように制御する。   In the above aspect, the output current of the first battery to which the first mechanism is connected and the output current of the second battery to which the second mechanism is connected are monitored. Then, when there is a difference between the output current of the first battery and the output current of the second battery, each actuator of the third mechanism having two actuators operating on each of the first battery and the second battery is provided. The power distribution is adjusted to control the difference in output current between the batteries to be small.

この制御によって、第１電池に接続された第１機構と第２電池に接続された第２機構とのトルク配分が変動しても、第１電池の出力電流と第２電池の出力電流とに差が生じ難くなる。よって、二重化された２つの電池の電力供給バランスが悪くなって一方の電池だけが電流の消費が極端に進んでしまうという、いわゆる電池の偏減り現象を回避することができる。   Even if the torque distribution between the first mechanism connected to the first battery and the second mechanism connected to the second battery fluctuates due to this control, the output current of the first battery and the output current of the second battery The difference is less likely to occur. Therefore, it is possible to avoid the so-called battery depletion phenomenon in which the power supply balance between the two dual batteries is deteriorated and the current consumption of one battery extremely progresses.

上記本発明の電力制御装置によれば、独立した２つの電池によって電源を二重化したシステムにおいて、一方の電池の蓄電量だけが極端に低下すること又は２つの電池の蓄電量に偏りが生じることを抑制できる。   According to the power control apparatus of the present invention, in a system in which the power supply is duplexed by two independent batteries, the storage amount of one battery is extremely reduced or the storage amounts of the two batteries are biased. It can be suppressed.

本発明の一実施形態に係る電力制御装置を適用した車両システムの構成例を示す図A diagram showing a configuration example of a vehicle system to which a power control apparatus according to an embodiment of the present invention is applied ＩＭＣ＿ＥＣＵが実行する均等化制御の処理手順を説明するフローチャートFlow chart for explaining the processing procedure of equalization control executed by IMC_ECU 均等化制御の効果を視覚的に例示した図A diagram visually illustrating the effects of equalization control

［概要］
本発明の電力制御装置は、独立した２つの電池によって電源を二重化したシステムに適用される。この電力制御装置では、２つの電池（第１電池及び第２電池）の出力電流を監視し、電池間での出力電流の差が小さくなるように、第１電池で作動する構成と第２電池で作動する構成とを冗長的に有した装置における各構成への電力配分を調整する。これにより、第１電池及び第２電池のいずれか一方の蓄電量だけが極端に低下すること又は２つの電池の蓄電量に偏りが生じることを抑制できる。 [Overview]
The power control apparatus of the present invention is applied to a system in which the power supply is duplicated by two independent batteries. In this power control apparatus, the output current of the two batteries (the first battery and the second battery) is monitored, and the configuration that operates with the first battery and the second battery so that the difference in the output current between the batteries is reduced. And adjust the power distribution to each configuration in a device having a configuration that operates redundantly. As a result, it is possible to suppress that the storage amount of either one of the first battery and the second battery is extremely reduced or that the storage amounts of the two batteries are biased.

［構成］
図１は、本発明の一実施形態に係る電力制御装置を適用した車両システム１の構成例を示す図である。図１に例示した車両システム１は、ＩＮＶ＿ＥＣＵ１０と、ステアＥＣＵ２０と、リーンＥＣＵ３０と、ＩＰＳ＿ＥＣＵ４０と、電池ＥＣＵ５０と、ＩＭＣ＿ＥＣＵ６０と、を備えている。本実施形態の車両システム１は、各車輪の高さを電池からの供給電力を用いて制御することによって車両の姿勢を維持する機構を有しており、例えば電池に何らかの異常が発生した場合でも車両の姿勢を維持できるように、第１電池７１及び第２電池７２による電源系統の二重化が採用されている。第１電池７１及び第２電池７２には、例えばリチウムイオン電池などが用いられる。 [Constitution]
FIG. 1 is a view showing an example of the configuration of a vehicle system 1 to which a power control apparatus according to an embodiment of the present invention is applied. The vehicle system 1 illustrated in FIG. 1 includes an INV_ECU 10, a steer ECU 20, a lean ECU 30, an IPS_ECU 40, a battery ECU 50, and an IMC_ECU 60. The vehicle system 1 of the present embodiment has a mechanism for maintaining the posture of the vehicle by controlling the heights of the respective wheels using the power supplied from the battery. For example, even if some abnormality occurs in the battery In order to maintain the attitude of the vehicle, dual power supply systems using the first battery 71 and the second battery 72 are employed. For example, a lithium ion battery or the like is used for the first battery 71 and the second battery 72.

ＩＮＶ＿ＥＣＵ１０、ステアＥＣＵ２０、リーンＥＣＵ３０、電池ＥＣＵ５０、及びＩＭＣ＿ＥＣＵ６０は、例えばＣＡＮバス１３０などの車内ネットワークによって、相互に通信可能に接続されている。本実施形態に係る電力制御装置は、ＩＰＳ＿ＥＣＵ４０、電池ＥＣＵ５０、及びＩＭＣ＿ＥＣＵ６０の一部の機能によって実現される。   The INV_ECU 10, the steer ECU 20, the lean ECU 30, the battery ECU 50, and the IMC_ECU 60 are communicably connected to one another by an in-vehicle network such as the CAN bus 130, for example. The power control device according to the present embodiment is realized by the functions of the IPS_ECU 40, the battery ECU 50, and the IMC_ECU 60.

ＩＮＶ(Invertor)＿ＥＣＵ１０は、車両の車輪を駆動することができる電子制御装置（Electronic Control Unit）である。このＩＮＶ＿ＥＣＵ１０は、第１系統の電力配線１１０に接続された第１電池７１で作動する第１駆動部１１、及び第２系統の電力配線１２０に接続された第２電池７２で作動する第２駆動部１２を含み、第１駆動部１１と第２駆動部１２とを独立して制御できるように構成されている。第１駆動部１１は、請求項に記載する「第１機構」に相当し、第２駆動部１２は、請求項に記載する「第２機構」に相当する。   The INV (Invertor) _ECU 10 is an electronic control unit that can drive the wheels of the vehicle. The INV_ECU 10 operates with the first drive unit 11 operated by the first battery 71 connected to the power wiring 110 of the first system, and the second drive operated by the second battery 72 connected to the power wiring 120 of the second system. It is comprised so that the 1st drive part 11 and the 2nd drive part 12 can be controlled independently including the part 12. FIG. The first drive unit 11 corresponds to a "first mechanism" described in the claims, and the second drive unit 12 corresponds to a "second mechanism" described in the claims.

第１駆動部１１は、例えば、車両の進行方向右側の車輪に設けられたインホイールモーター（ＩＷＭ）を駆動制御することができる。第２駆動部１２は、例えば、車両の進行方向左側の車輪に設けられたインホイールモーター（ＩＷＭ）を駆動制御することができる。この第１駆動部１１及び第２駆動部１２には、車両の姿勢（カーブや段差など）によって定まるトルク配分に基づいて、第１電池７１及び第２電池７２からそれぞれ電力が供給される。このため、第１電池７１及び第２電池７２から供給される電力が不均衡となって電池間での出力電流に差が生じることがある。   The first drive unit 11 can drive and control, for example, an in-wheel motor (IWM) provided on a wheel on the right side in the traveling direction of the vehicle. The second drive unit 12 can drive and control, for example, an in-wheel motor (IWM) provided on the left wheel in the traveling direction of the vehicle. Electric power is supplied to the first drive unit 11 and the second drive unit 12 from the first battery 71 and the second battery 72, respectively, based on the torque distribution determined by the posture (curve, step, etc.) of the vehicle. For this reason, the power supplied from the first battery 71 and the second battery 72 may be unbalanced to cause a difference in output current between the batteries.

ステアＥＣＵ２０は、車両がカーブを曲がる際に車両の後輪を左右に振る（操舵する）制御を行うことができる電子制御装置である。ステアＥＣＵ２０は、第１電池７１で作動する第１アクチュエーター（ＡＣＴ）２１と、この第１アクチュエーター２１と同一機能の第２電池７２で作動する第２アクチュエーター（ＡＣＴ）２２と、による冗長構成を有している。このステアＥＣＵ２０は、ＩＭＣ＿ＥＣＵ６０の指示に基づいて、第１電池７１から第１アクチュエーター２１へ供給される電力と第２電池７２から第２アクチュエーター２２へ供給される電力との比率である電力配分を、調整できるように構成されている。   The steer ECU 20 is an electronic control unit capable of performing control of swinging (steering) the rear wheel of the vehicle to the left and right when the vehicle turns a curve. The steer ECU 20 has a redundant configuration including a first actuator (ACT) 21 operated by a first battery 71 and a second actuator (ACT) 22 operated by a second battery 72 having the same function as the first actuator 21. doing. The steer ECU 20 distributes power, which is a ratio of the power supplied from the first battery 71 to the first actuator 21 and the power supplied from the second battery 72 to the second actuator 22 based on an instruction from the IMC_ECU 60, It is configured to be adjustable.

このステアＥＣＵ２０では、原則として第１アクチュエーター２１と第２アクチュエーター２２とに均等な（＝５０：５０）電力配分を行って後輪の振り方（操舵角）を制御しているが、後述するＩＮＶ＿ＥＣＵ１０におけるトルク配分の変化（電力不均衡）が発生した場合には、第１アクチュエーター２１と第２アクチュエーター２２とに均等でない（≠５０：５０）電力配分を行って後輪の振り方（操舵角）を制御する。   In this steer ECU 20, in principle, equal (= 50: 50) power distribution is performed to the first actuator 21 and the second actuator 22 to control how to steer the rear wheel (steering angle), but the INV_ECU 10 described later When a change in torque distribution (power imbalance) occurs in the motor, the power distribution is not uniform (≠ 50: 50) to the first actuator 21 and the second actuator 22 and how to swing the rear wheel (steering angle) Control.

リーンＥＣＵ３０は、車両がカーブを曲がる際に車両の前輪を上下させて車体の傾きを制御することができる電子制御装置である。リーンＥＣＵ３０は、第１電池７１で作動する第１アクチュエーター（ＡＣＴ）３１と、この第１アクチュエーター３１と同一機能の第２電池７２で作動する第２アクチュエーター（ＡＣＴ）３２と、による冗長構成を有している。このリーンＥＣＵ３０は、ＩＭＣ＿ＥＣＵ６０の指示に基づいて、第１電池７１から第１アクチュエーター３１へ供給される電力と第２電池７２から第２アクチュエーター３２へ供給される電力との比率である電力配分を、調整できるように構成されている。   The lean ECU 30 is an electronic control unit capable of controlling the tilt of the vehicle body by moving the front wheel of the vehicle up and down when the vehicle bends a curve. The lean ECU 30 has a redundant configuration including a first actuator (ACT) 31 operated by the first battery 71 and a second actuator (ACT) 32 operated by the second battery 72 having the same function as the first actuator 31. doing. The lean ECU 30 distributes electric power, which is a ratio of the electric power supplied from the first battery 71 to the first actuator 31 and the electric power supplied from the second battery 72 to the second actuator 32, based on an instruction from the IMC_ECU 60. It is configured to be adjustable.

このリーンＥＣＵ３０では、原則として第１アクチュエーター３１と第２アクチュエーター３２とに均等な（＝５０：５０）電力配分を行って車体の傾き方を制御しているが、後述するＩＮＶ＿ＥＣＵ１０におけるトルク配分の変化（電力不均衡）が発生した場合には、第１アクチュエーター３１と第２アクチュエーター３２とに均等でない（≠５０：５０）電力配分を行って車体の傾き方を制御する。   In this lean ECU 30, the electric power distribution is equally performed (= 50: 50) to the first actuator 31 and the second actuator 32 in principle to control the inclination of the vehicle body. However, the change in torque distribution in INV_ECU 10 described later When (power imbalance) occurs, power distribution is performed unevenly (≠ 50: 50) to the first actuator 31 and the second actuator 32 to control the inclination of the vehicle body.

上記ステアＥＣＵ２０及びリーンＥＣＵ３０の一方又は両方は、請求項に記載する「第３機構」に相当する。   One or both of the steer ECU 20 and the lean ECU 30 correspond to a “third mechanism” described in the claims.

ＩＰＳ(Intelligent Power Supply)＿ＥＣＵ４０は、第１電池７１の出力電流及び第２電池７２の出力電流をそれぞれ監視することができる電子制御装置である。このＩＰＳ＿ＥＣＵ４０は、第１電池７１の出力電流をセンシングする第１電流センサー４１と、第２電池７２の出力電流をセンシングする第２電流センサー４２と、を含む。なお、ＩＰＳ＿ＥＣＵ４０は、例えば、充電器、ＤＣＤＣコンバーター、ジャンクションボックスの機能を備えていてもよい。   The IPS (Intelligent Power Supply) _ECU 40 is an electronic control unit capable of monitoring the output current of the first battery 71 and the output current of the second battery 72, respectively. The IPS_ECU 40 includes a first current sensor 41 that senses the output current of the first battery 71, and a second current sensor 42 that senses the output current of the second battery 72. The IPS_ECU 40 may have, for example, the functions of a charger, a DCDC converter, and a junction box.

電池ＥＣＵ５０は、第１電池７１及び第２電池７２の蓄電量（ＳＯＣ）の状態を監視し、各電池が出力可能な電力を算出することができる電子制御装置である。この電池ＥＣＵ５０は、ＩＰＳ＿ＥＣＵ４０の第１電流センサー４１でセンシングされた第１電池７１の出力電流の情報をＣＡＮバス１３０に流す第１制御部５１と、ＩＰＳ＿ＥＣＵ４０の第２電流センサー４２でセンシングされた第２電池７２の出力電流の情報をＣＡＮバス１３０に流す第２制御部５２と、を有している。   The battery ECU 50 is an electronic control unit capable of monitoring the state of charge (SOC) of the first battery 71 and the second battery 72 and calculating the power that each battery can output. The battery ECU 50 causes the first control unit 51 to pass information of the output current of the first battery 71 sensed by the first current sensor 41 of the IPS_ECU 40 to the CAN bus 130, and the second sensed by the second current sensor 42 of the IPS_ECU 40. And a second control unit 52 that causes information on the output current of the second battery 72 to flow to the CAN bus 130.

ＩＭＣ(Intelligent Motion Control)＿ＥＣＵ６０は、電源制御や走行制御などの車両の主要な機能の制御を司る電子制御装置である。本実施形態に係るＩＭＣ＿ＥＣＵ６０は、ＣＡＮバス１３０を流れる第１電池７１の出力電流の情報及び第２電池７２の出力電流の情報を取得することができる。そして、ＩＭＣ＿ＥＣＵ６０は、取得した第１電池７１の出力電流と第２電池７２の出力電流との差が小さくなるように、ステアＥＣＵ２０及びリーンＥＣＵ３０へ第１アクチュエーター２１及び３１と第２アクチュエーター２２及び３２との電力配分を変更するための指令を出力することを行う。   The IMC (Intelligent Motion Control) _ECU 60 is an electronic control unit that controls control of main functions of the vehicle such as power supply control and travel control. The IMC_ECU 60 according to the present embodiment can acquire information on the output current of the first battery 71 flowing through the CAN bus 130 and information on the output current of the second battery 72. Then, the IMC_ECU 60 sends the first and second actuators 21 and 31 and the second actuators 22 and 32 to the steer ECU 20 and the lean ECU 30 so that the difference between the acquired output current of the first battery 71 and the acquired output current of the second battery 72 decreases. And to output a command to change the power distribution.

なお、ＩＭＣ＿ＥＣＵ６０は、ハンドルの回転角、アクセル開度、車速、及び電池出力制限情報などに基づいて、ステアＥＣＵ２０及びリーンＥＣＵ３０における第１アクチュエーター２１及び３１と第２アクチュエーター２２及び３２との電力配分を制御することも可能である。   Note that the IMC_ECU 60 distributes the power between the first actuators 21 and 31 and the second actuators 22 and 32 in the steer ECU 20 and the lean ECU 30 based on the rotation angle of the steering wheel, the accelerator opening, the vehicle speed, and the battery output restriction information. It is also possible to control.

［制御］
次に、図２を参照して、本発明の一実施形態に係る電力制御装置が実行する制御を説明する。図２は、電力制御装置のＩＭＣ＿ＥＣＵ６０が実行する均等化制御の処理手順を説明するフローチャートである。 [control]
Next, control performed by the power control apparatus according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a flowchart for explaining the processing procedure of equalization control performed by the IMC_ECU 60 of the power control apparatus.

図２に示す均等化制御は、例えば、車両が電源ＯＮされて車両の走行が可能になった場合などに開始され、車両が電源ＯＦＦされるまで実行される。   The equalization control shown in FIG. 2 is started, for example, when the vehicle is powered on to enable the vehicle to travel, and is executed until the vehicle is powered off.

ステップＳ２０１：車両のハンドルが左右に操舵されているか否かが判断される。具体的には、ハンドルに設けられている回転角センサー（図示せず）の変位量（絶対値）が規定量を超えるか否かが判断される。規定量は、ハンドルの遊び分を考慮して設定することができる。回転角センサーの変位量が規定量を超える場合は、ＩＮＶ＿ＥＣＵ１０における第１駆動部１１と第２駆動部１２とのトルク配分の変化（電力不均衡）が発生したと判断されて、ステップＳ２０２に処理が進む。一方、回転角センサーの変位量が規定量を超えない場合は、上記トルク配分の変化（電力不均衡）が発生していないと判断されて、ステップＳ２０４に処理が進む。   Step S201: It is determined whether the steering wheel of the vehicle is steered to the left and right. Specifically, it is determined whether the displacement (absolute value) of a rotation angle sensor (not shown) provided on the handle exceeds a prescribed amount. The prescribed amount can be set in consideration of the play of the steering wheel. If the displacement amount of the rotation angle sensor exceeds the specified amount, it is determined that a change (a power imbalance) in torque distribution between the first drive unit 11 and the second drive unit 12 in the INV_ECU 10 has occurred, and processing is performed in step S202. Go forward. On the other hand, when the displacement amount of the rotation angle sensor does not exceed the specified amount, it is determined that the change in the torque distribution (power imbalance) has not occurred, and the process proceeds to step S204.

ステップＳ２０２：回転角センサーの変位量に基づいて、ＩＮＶ＿ＥＣＵ１０における第１駆動部１１と第２駆動部１２とのトルク配分が演算される。トルク配分が演算されると、ステップＳ２０３に処理が進む。   Step S202: Torque distribution between the first drive unit 11 and the second drive unit 12 in the INV_ECU 10 is calculated based on the displacement amount of the rotation angle sensor. When torque distribution is calculated, the process proceeds to step S203.

ステップＳ２０３：ＩＮＶ＿ＥＣＵ１０のトルク配分に基づいて、ステアＥＣＵ２０における第１アクチュエーター２１と第２アクチュエーター２２との電力配分が制御される。また、ＩＮＶ＿ＥＣＵ１０のトルク配分に基づいて、リーンＥＣＵ３０における第１アクチュエーター３１と第２アクチュエーター３２との電力配分が制御される。この電力配分の比率は、「５０：５０」〜「０：１００」の範囲で決定される。ステアＥＣＵ２０及びリーンＥＣＵ３０の電力配分が制御されると、ステップＳ２０４に処理が進む。   Step S203: Based on the torque distribution of the INV_ECU 10, the power distribution of the first actuator 21 and the second actuator 22 in the steer ECU 20 is controlled. Further, based on the torque distribution of the INV_ECU 10, the power distribution of the first actuator 31 and the second actuator 32 in the lean ECU 30 is controlled. The ratio of this power distribution is determined in the range of "50:50" to "0: 100". When the power distribution of the steer ECU 20 and the lean ECU 30 is controlled, the process proceeds to step S204.

ステップＳ２０４：第１電池７１の出力電流と第２電池７２の出力電流との差が算出される。出力電流の差が算出されると、ステップＳ２０５に処理が進む。   Step S204: The difference between the output current of the first battery 71 and the output current of the second battery 72 is calculated. When the difference in output current is calculated, the process proceeds to step S205.

ステップＳ２０５：出力電流の差が所定の値以上であるか否かが判断される。所定の値は、車両システム１で要求される性能や第１電池７１及び第２電池７２の特性などに基づいて任意に設定可能であるが、理想的にはゼロである。出力電流の差が所定の値以上である場合は、均等化処理が十分ではないと判断されて、ステップＳ２０６に処理が進む。一方、出力電流の差が所定の値以上でない場合は、均等化処理が十分であると判断されて、ステップＳ２０１に処理が戻る。   Step S205: It is determined whether the difference between the output currents is equal to or greater than a predetermined value. The predetermined value can be arbitrarily set based on the performance required of the vehicle system 1 or the characteristics of the first battery 71 and the second battery 72, but is ideally zero. If the difference between the output currents is equal to or greater than a predetermined value, it is determined that the equalization process is not sufficient, and the process proceeds to step S206. On the other hand, when the difference between the output currents is not equal to or more than the predetermined value, it is determined that the equalization process is sufficient, and the process returns to step S201.

ステップＳ２０６：出力電流の差に基づいて、上記ステップＳ２０３で決定された電力配分をどれだけ継続して制御するかを示す継続時間が算出される。この継続時間は、例えば、ハンドル操舵によってＩＮＶ＿ＥＣＵ１０で不均衡なトルク配分が継続した時間と、その時間における電力不均衡の結果として現れた第１電池７１の出力電流と第２電池７２の出力電流との差とから、算出することができる。継続時間が算出されると、ステップＳ２０７に処理が進む。   Step S206: Based on the difference in the output current, a duration indicating how long to continuously control the power distribution determined in step S203 is calculated. The duration time is, for example, a time during which imbalanced torque distribution continues in the INV_ECU 10 due to steering wheel steering, an output current of the first battery 71 and an output current of the second battery 72 that appear as a result of the power imbalance at that time. It can be calculated from the difference between When the duration is calculated, the process proceeds to step S207.

ステップＳ２０７：継続時間が経過したか否かが判断される。継続時間が経過していない場合は、均等化処理が十分ではないと判断されて電力配分制御が継続して実行され、継続時間が経過した場合は、均等化処理が十分であると判断されて、ステップＳ２０１に処理が戻る。   Step S207: It is determined whether the duration time has elapsed. If the duration time has not elapsed, it is determined that equalization processing is not sufficient and power distribution control is continuously executed. If the duration time has elapsed, it is determined that equalization processing is sufficient. The process returns to step S201.

図３は、均等化制御の効果を視覚的に示した一例である。図３では、ＩＮＶ＿ＥＣＵ１０において第１駆動部１１よりも第２駆動部１２の方が要求トルクが大きくなり、トルク配分が変動して第１電池７１から第１駆動部１１に供給される電力と第２電池７２から第２駆動部１２に供給される電力とが不均衡になった例を示している。   FIG. 3 is an example visually showing the effect of equalization control. In FIG. 3, in the INV_ECU 10, the required torque in the second drive unit 12 is larger than that in the first drive unit 11, and the torque distribution fluctuates, and the power supplied from the first battery 71 to the first drive unit 11 An example is shown in which the power supplied from the second battery 72 to the second drive unit 12 is unbalanced.

この場合、本実施形態に係る電力制御装置では、ステアＥＣＵ２０における電力配分を第２アクチュエーター２２よりも第１アクチュエーター２１を多くし、リーンＥＣＵ３０における電力配分を第２アクチュエーター３２よりも第１アクチュエーター３１を多くする。これにより、ＩＮＶ＿ＥＣＵ１０では、第２電池７２からの電流消費が大きくなるが、ステアＥＣＵ２０及びリーンＥＣＵ３０では、第１電池７１からの電流消費が大きくなる。従って、ステアＥＣＵ２０及びリーンＥＣＵ３０における電力配分を適切に行えば、第１電池７１の出力電流と第２電池７２の出力電流との差が小さくなる。   In this case, in the power control apparatus according to the present embodiment, the power distribution in the steer ECU 20 is larger than that of the second actuator 22, and the power distribution in the lean ECU 30 is larger than that of the second actuator 32. Do more. As a result, in the INV_ECU 10, the current consumption from the second battery 72 increases, but in the steer ECU 20 and the lean ECU 30, the current consumption from the first battery 71 increases. Therefore, if the power distribution in the steer ECU 20 and the lean ECU 30 is properly performed, the difference between the output current of the first battery 71 and the output current of the second battery 72 becomes small.

［作用・効果］
以上のように、本発明の一実施形態に係る電力制御装置によれば、第１駆動部１１が接続された第１電池７１の出力電流と、第２駆動部１２が接続された第２電池７２の出力電流とを、ＩＰＳ＿ＥＣＵ４０によって監視する。そして、第１電池７１の出力電流と第２電池７２の出力電流とに差が生じた場合には、ＩＭＣ＿ＥＣＵ６０によって、第１電池７１で作動する第１アクチュエーター２１及び３１と第２電池７２で作動する第２アクチュエーター２２及び３２とへ分配する電力を調整して、第１電池７１と第２電池７２との間の出力電流の差が小さくなるように制御する。 [Operation / effect]
As described above, according to the power control device according to the embodiment of the present invention, the output current of the first battery 71 to which the first drive unit 11 is connected and the second battery to which the second drive unit 12 is connected The output current of 72 is monitored by the IPS_ECU 40. When there is a difference between the output current of the first battery 71 and the output current of the second battery 72, the IMC_ECU 60 operates the first actuators 21 and 31 operated by the first battery 71 and the second battery 72. The electric power distributed to the second actuators 22 and 32 is adjusted to control so that the difference in output current between the first battery 71 and the second battery 72 becomes smaller.

この制御によって、例えば車両がカーブを走行する場合などにおいて、第１電池７１に接続された第１駆動部１１と第２電池７２に接続された第２駆動部１２とのトルク配分が変動しても、第１電池７１の出力電流と第２電池７２の出力電流とに差が生じ難くなる。よって、二重化された第１電池７１及び第２電池７２の電力供給バランスが悪化して一方の電池だけが電流の消費が極端に進んでしまうという、いわゆる電池の偏減り現象を回避することができる。   By this control, for example, when the vehicle travels along a curve, torque distribution between the first drive unit 11 connected to the first battery 71 and the second drive unit 12 connected to the second battery 72 fluctuates. Also, the difference between the output current of the first battery 71 and the output current of the second battery 72 is less likely to occur. Therefore, it is possible to avoid the so-called battery depletion phenomenon in which the power supply balance of the duplicated first battery 71 and second battery 72 is deteriorated and the current consumption of only one battery is extremely advanced. .

また、上述した各車輪の高さを電池からの供給電力を用いて制御することによって車両の姿勢を維持する機構を有した車両システムでは、二重化された電池のうち一方の蓄電量が所定値以下まで低下した場合に、車両の姿勢を維持しつつ安全に停車させる退避走行モードに移行することもある。このような車両システムに本実施形態による制御を用いた場合には、二重化した２つの電池の蓄電量が同じように低下して行くので、電池の偏減りが抑制されて、退避走行モードに移行するまでの航続距離を伸ばすことができる。   Further, in a vehicle system having a mechanism for maintaining the posture of the vehicle by controlling the height of each wheel described above using the power supplied from the battery, the storage amount of one of the dualized batteries is equal to or less than a predetermined value In the case where the vehicle travels to a lower position, the vehicle may shift to an escaping travel mode in which the vehicle can be safely stopped while maintaining the posture of the vehicle. When the control according to the present embodiment is used for such a vehicle system, the storage amount of the two dualized batteries decreases in the same manner. You can extend the range until you

本発明の電力制御装置は、独立した２つの電池によって電源を二重化したシステムに利用可能である。   The power control apparatus of the present invention can be used in a system in which the power supply is duplicated by two independent batteries.

１ 車両システム
１０ ＩＮＶ＿ＥＣＵ
１１、１２ 駆動部
２０ ステアＥＣＵ
２１、２２、３１、３２ アクチュエーター（ＡＣＴ）
３０ リーンＥＣＵ
４０ ＩＰＳ＿ＥＣＵ
４１、４２ 電流センサー
５０ 電池ＥＣＵ
５１、５２ 制御部
６０ ＩＭＣ＿ＥＣＵ
７１、７２ 電池 1 Vehicle system 10 INV_ECU
11, 12 Drive unit 20 Steer ECU
21, 22, 31, 32 Actuator (ACT)
30 lean ECU
40 IPS_ECU
41, 42 current sensor 50 battery ECU
51, 52 control unit 60 IMC_ECU
71, 72 batteries

Claims (1)

独立した第１電池及び第２電池、
前記第１電池の電力で一方側の車輪を駆動制御する第１機構、
前記第２電池の電力で他方側の車輪を駆動制御する第２機構、及び
前記第１電池の電力で作動する第１アクチュエーターと前記第２電池の電力で作動する第２アクチュエーターとによる冗長構成によって車両の姿勢を制御し、当該第１アクチュエーターと当該第２アクチュエーターとの電力配分を調整可能な第３機構、を有する車両システムに搭載される電力制御装置であって、
前記第１電池の出力電流及び前記第２電池の出力電流を監視する監視部と、
前記監視部の結果に基づいて、前記第１電池の出力電流と前記第２電池の出力電流との差が小さくなるように、前記第３機構における前記第１アクチュエーターと前記第２アクチュエーターとに分配する電力を制御する制御部と、を備える、
電力制御装置。 Independent first and second batteries,
A first mechanism for driving and controlling wheels on one side by the power of the first battery;
A redundant mechanism including a second mechanism for driving and controlling the wheel on the other side by the power of the second battery, and a first actuator operated by the power of the first battery and a second actuator operated by the power of the second battery A power control apparatus mounted on a vehicle system having a third mechanism capable of controlling the attitude of a vehicle and adjusting the power distribution between the first actuator and the second actuator,
A monitoring unit that monitors an output current of the first battery and an output current of the second battery;
Distribution to the first actuator and the second actuator in the third mechanism so that the difference between the output current of the first battery and the output current of the second battery becomes smaller based on the result of the monitoring unit Controlling the power to be
Power control unit.
JP2017194333A 2017-10-04 2017-10-04 Power control apparatus Pending JP2019068680A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112020001629T5 (en) 2019-03-29 2021-12-23 Tdk Corporation EPOXY RESIN, RESIN COMPOSITION, RESIN FILM, CURED RESIN PRODUCT, RESIN SUBSTRATE AND MULTI-LAYER SUBSTRATE
WO2022113683A1 (en) * 2020-11-24 2022-06-02 株式会社デンソー Complex traveling body

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112020001629T5 (en) 2019-03-29 2021-12-23 Tdk Corporation EPOXY RESIN, RESIN COMPOSITION, RESIN FILM, CURED RESIN PRODUCT, RESIN SUBSTRATE AND MULTI-LAYER SUBSTRATE
WO2022113683A1 (en) * 2020-11-24 2022-06-02 株式会社デンソー Complex traveling body
JP7491195B2 (en) 2020-11-24 2024-05-28 株式会社デンソー Composite vehicle

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