JP2022052184A - Power supply system of moving body - Google Patents

Abstract

To improve electric cost in a moving body by shutting off power supply to a computing device as quickly as possible, when energization abnormality occurs in the computing device.SOLUTION: A power supply system of a moving body is equipped with a battery 2, a center ECU 20 and sub ECUs 11 to 16 that can control a device of the moving body, and a fuse box 30 that relays a power supply path between the battery 2, the center ECU 20 and the sub ECUs 11 to 16. The fuse box 30 has a center semiconductor fuse 34 that respectively controls the on/off state of power supply from the battery 2 to the center ECU 20. The center ECU 20 can communicate with the center semiconductor fuse 34, and has a self-diagnosis function with which a control signal is output to the center semiconductor fuse 34 so as to shut off the power supply from the battery 2 to itself, when detecting the abnormality of itself.SELECTED DRAWING: Figure 3

Description

The technology disclosed herein belongs to the technical field relating to mobile power systems.

In recent years, a large number of electronic devices are arranged in moving objects such as automobiles. Along with this, the configuration of power supply to each electronic device is being studied.

For example, in Patent Document 1, only a network in which a gateway ECU for relaying communication between ECUs (computing devices) of different networks is provided and a transmission target ECU that first starts transmission after all networks are put into sleep state exists. An in-vehicle communication system that wakes up is disclosed.

Japanese Unexamined Patent Publication No. 2016-17740

By the way, each arithmetic unit operates by being supplied with electric power from a battery like a device to be controlled. Therefore, when an energization abnormality such as a short circuit occurs in the arithmetic unit, the electric power from the battery is wasted. Further, if the short-circuited state is left for a long time, the arithmetic unit may break down. Therefore, when an energization abnormality occurs in the arithmetic unit, it is preferable to cut off the power supply to the arithmetic unit as quickly as possible.

In Patent Document 1, power consumption can be expected to be suppressed by controlling the wake-up state of each arithmetic unit by the gateway ECU. However, the control for each arithmetic unit when an energization abnormality occurs for each arithmetic unit is not considered. Therefore, in recent years when the electrification of mobile bodies has progressed, there is room for improvement from the viewpoint of improving the electricity cost of mobile bodies.

The technology disclosed here has been made in view of these points, and the purpose thereof is to cut off the power supply to the arithmetic unit as quickly as possible when an energization abnormality occurs in the arithmetic unit. The purpose is to improve the electricity cost of the mobile body.

In order to solve the above-mentioned problems, in the technique disclosed herein, a battery, a plurality of arithmetic units capable of controlling a device possessed by the mobile body, the battery, and the plurality of units are targeted for a power supply system of the mobile body. A relay device that is electrically connected to at least one of the arithmetic devices and relays a power supply path between the battery and the at least one arithmetic device is provided, and the relay device comprises the relay device from the battery to the at least one. It has a switch system that controls on / off of power supply to each of the arithmetic devices, and the at least one arithmetic device can communicate with the relay device, and when an abnormality thereof is detected, the switch system is used. Has a self-cutting function to output a control signal to the relay device so as to turn off the power supply from the battery to itself.

According to this configuration, the arithmetic unit can turn off the power supply by itself when it detects its own abnormality. Therefore, when an abnormality occurs in the arithmetic unit, the power supply can be cut off fairly quickly. This makes it possible to improve the electricity cost of the moving body.

In the mobile power supply system, the plurality of arithmetic units are communicatively connected to a plurality of sub-arithmetic devices capable of transmitting control signals to the devices and the plurality of sub-arithmetic units, respectively, and the plurality of sub-arithmetic units are connected to each other. The central processing unit may include a central processing unit that collectively controls the above, and the central processing unit may be configured to be able to communicate with the relay device and to have the self-blocking function.

That is, the central processing unit that collectively controls a plurality of sub-arithmetic units consumes considerably more power than the sub-arithmetic units. Therefore, if the central processing unit has a self-blocking function, the electricity cost of the moving body can be effectively improved.

In a mobile power supply system having a sub-arithmetic unit and a central processing unit, when the central processing unit executes the self-blocking function, the central processing unit notifies the plurality of sub-arithmetic units and after the notification, the self-blocking device is notified. The plurality of sub-arithmetic units are configured to perform functions, and when the notification is received from the central processing unit, the plurality of sub-arithmetic units are respectively controlled by the device according to the scene of the moving body and the device controlled by itself. It may be configured to output a signal.

According to this configuration, when the power supply to the central arithmetic unit is cut off, each sub arithmetic unit controls the device, so that the operation of the moving body can be appropriately maintained.

In a mobile power supply system having a sub-arithmetic unit and a central processing unit, when the central processing unit executes the self-blocking function, the plurality of sub-arithmetic units are subjected to the scene of the moving unit and each of the sub-controls. The control signal may be transmitted according to the device controlled by the device, and the self-blocking function may be executed after the control signal is transmitted.

According to this configuration, for example, when the moving body is a car, the central processing unit sends a control signal for stopping the car on the shoulder of the road when performing the self-blocking function, and then self. The blocking function can be executed. As a result, it is possible to improve the electricity cost of the moving body while improving the safety of the moving body.

In a mobile power supply system having a sub arithmetic unit and a central arithmetic unit, the relay device receives a control signal for executing the self-cutting function from the central processing unit to turn off the switch system. Further, when the relay device receives a control signal for executing the self-cutting function from the central processing unit, the relay device is connected to the plurality of sub-arithmetic units before turning off the switch system. The arithmetic unit is configured to notify that the self-blocking function is executed, and the plurality of sub arithmetic units are controlled by the moving body scene and itself when the notification is received from the relay device. A control signal may be output to each of the devices according to the device.

According to this configuration, the relay device notifies each sub-arithmetic unit before cutting off the power supply to the central processing unit. Therefore, when the power supply to the central processing unit is cut off, each sub-arithmetic logic unit is a device. Will be controlled. As a result, the operation of the moving body can be properly maintained.

As described above, according to the technology disclosed here, when an energization abnormality occurs in the arithmetic unit, the power supply to the arithmetic unit can be cut off as quickly as possible to improve the electric power cost in the mobile body. can.

It is a block diagram which shows the electric power supply system of the vehicle which mounted the power supply system which concerns on Embodiment 1. FIG. It is a block diagram which shows the power supply system. It is a block diagram which shows schematic the control state of the power supply system when the central ECU executes a self-cutting function. It is a block diagram which shows the electric power supply system of the vehicle which mounted the power supply system which concerns on Embodiment 2. It is a block diagram which shows the electric power supply system in Embodiment 2. FIG. 2 is a block diagram schematically showing a control state of a power supply system when the central ECU executes a self-cutting function in the second embodiment.

Hereinafter, exemplary embodiments will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 shows the configuration of a power supply system of a mobile body on which the power supply system according to the first embodiment is mounted. In the first embodiment, the moving body is a vehicle 1 of an automobile. The vehicle 1 is a 5-door type vehicle having four side doors and one back door. The vehicle 1 is a vehicle capable of manual driving that runs according to the operation of the accelerator or the like by the driver, assisted driving that runs by assisting the driver's operation, and automatic driving that runs without the driver's operation. be. In the following description, the moving body may be simply referred to as the vehicle 1. For "front", "rear", "right", and "left", "front of vehicle 1", "rear of vehicle 1", "right of vehicle 1", and "left of vehicle 1" are used. means.

As shown in FIG. 1, the vehicle 1 includes a battery 2, first to sixth sub-ECUs 11 to 16 (Electric Control Units) capable of transmitting control signals to the device included in the vehicle 1, and first to sixth sub-ECUs 11. It is provided with a central ECU 20 that is connected to each of the 16th and 16th and controls the 1st to 6th sub-ECUs 11 to 16 in an integrated manner. The battery 2, the first to sixth sub-ECUs 11 to 16, and the central ECU 20 are each connected to the fuse box 30 via an electric wire. Each electric wire may be any electric wire that can supply electric power, and is composed of, for example, a wire harness. The number of sub-ECUs may be less than 6 or 7 or more. Further, there may be a plurality of batteries 2 and fuse boxes 30. The number of electric wires is increased or decreased according to the number of sub ECUs, the number of batteries 2, and the number of fuse boxes 30.

There are a plurality of devices controlled by the first to sixth sub ECUs 11 to 16. The device also includes so-called body-based devices that are not related to driving, braking, and steering, which are the basic operations of the vehicle 1. The device shown in FIG. 1 is an example of a device mounted on the vehicle 1, and it does not exclude that the vehicle 1 has a device other than the device shown in FIG.

In this embodiment, devices are mainly classified into three types. The first type is a device related to the basic operation of the vehicle 1, and is a device that is required to continue continuous control even in an emergency. The second type is a device that is not related to the basic operation of the vehicle 1 and should distinguish between operation and non-operation depending on the state of the vehicle 1 in an emergency. The third type is a device that is not related to the basic operation of the vehicle 1 and that may continue to be in an activated or non-operated state in an emergency. Hereinafter, the device belonging to the first type is referred to as a basic device, the device belonging to the second type is referred to as a selective device, and the device belonging to the third type is referred to as a fixed device.

Examples of the basic device include an electric motor D11 of an electric power steering device (EPS device), an electric brake device D12, an engine throttle valve, and a fuel injection valve. Selective devices include a brake lamp D21, a power window device D22, and the like. The fixed device includes a headlight D31, an audio device D32, and the like.

The central ECU 20 generates a control signal for operating the device mounted on the vehicle 1. In the vehicle 1, the control signal to each device is basically generated by the central ECU 20 and transmitted to each device via the first to sixth sub-ECUs 11 to 16.

As shown in FIG. 1, signals from a plurality of sensors 100 mounted on the vehicle 1 are input to the central ECU 20. The plurality of sensors 100 are, for example, a plurality of cameras provided on the body of the vehicle and photographing the environment outside the vehicle, a plurality of radars provided on the body of the vehicle and detecting an object outside the vehicle, and a global positioning system (global positioning system). Global Positioning System (GPS) is used to detect the position of the vehicle (vehicle position information), the brake pedal sensor to acquire the amount of depression of the brake pedal by the driver of the vehicle, and the steering of the steering by the driver of the vehicle. It includes a steering angle sensor that acquires an angle, an accelerator opening sensor that acquires the amount of depression of the accelerator pedal by the driver of the vehicle, and the like. Further, the sensor 100 includes switches such as a switch of the power window device D22, a switch of the headlight D31, and a switch of the audio device D32. The sensor 100 exemplified here is an example of a sensor that inputs information to the central ECU 20, and the present embodiment does not exclude that information is input to the central ECU 20 from sensors other than the sensors 100 listed above. ..

The central ECU 20 has, for example, a processor composed of one or a plurality of chips, and a memory in which software and modules for generating control signals to various devices are stored. The central ECU 20 may have an AI (Artificial Intelligence) function.

As shown in FIGS. 2 and 3, the central ECU 20 includes a micro control unit (hereinafter referred to as MCU21) and first to sixth sub-ECUs 11 to 16 (in FIGS. 2 and 3, the first to third sub-ECUs 11 to 13). It has a communication unit 22 for communicating with (showing only).

When the vehicle 1 is in manual driving or assisted driving, the MCU 21 determines the driving force and braking force to be output by each device based on the detected values of the accelerator opening sensor, the brake pedal sensor, the steering angle sensor, and the like. And the steering angle is calculated. The MCU 21 generates a calculated driving force, braking force, and steering angle, that is, a target signal representing a target state of the driving force, braking force, and steering angle to be realized by each device.

The MCU 21 receives information from a plurality of sensors 100 and calculates a route on which the vehicle 1 should travel in order to enable automatic driving and assisted driving of the vehicle 1. The MCU 21 determines the target motion of the vehicle for following the calculated path, and calculates the driving force, the braking force, and the steering angle for realizing the determined target motion, respectively. The MCU 21 generates a calculated driving force, braking force, and steering angle, that is, a target signal representing a target state of the driving force, braking force, and steering angle to be realized by each actuator.

The MCU 21 generates a control signal to the actuator of the body system device which is not involved in the drive control, the braking control, and the steering control of the vehicle 1 based on the estimated outside environment and the calculated travel path. For example, the MCU 21 generates a control signal to be sent to the headlight D31 so as to turn on the headlight D31 when it is estimated that the surroundings are dark.

The MCU 21 estimates the state of the occupant in the vehicle interior using the trained model generated by deep learning based on the information obtained by the occupant state sensor. The occupant's condition means the occupant's health condition and emotions. The health status of the occupants includes, for example, health, mild fatigue, poor physical condition, and decreased consciousness. Crew emotions include, for example, fun, normal, boring, frustrating, and uncomfortable. The MCU 21 generates various control signals in consideration of the occupant's health condition and the occupant's emotions. For example, the MCU 21 generates a control signal to be sent to the power window device D22 so as to open the window when it is estimated that the temperature inside the vehicle interior is high and the occupant does not feel good.

The MCU 21 can communicate with the fuse box 30. By controlling the operation of the fuse box 30, the MCU 21 can control the energization of the first to sixth sub-ECUs 11 to 16 and the central ECU 20 (that is, itself). Details of the energization control by the MCU 21 will be described later.

The MCU 21 has a diagnostic function for diagnosing its own energization abnormality. The MCU 21 diagnoses whether or not an energization abnormality such as a short circuit has occurred in itself based on the current value flowing through itself. The MCU 21 has a self-cutting function for controlling the central semiconductor fuse 34 described later in the fuse box 30 so as to cut off the power supply to itself when it is determined that an energization abnormality has occurred.

The communication unit 22 transmits the control signal generated by the MCU 21 to the first to sixth sub-ECUs 11 to 16, and acquires information about the operating state from the first to sixth sub-ECUs 11 to 16. The operating states of the first to sixth sub-ECUs 11 to 16 include the energized states of the first to sixth sub-ECUs 11 to 16. CAN (Controller Area Network), CAN-FD (CAN with Flexible Datarate), and Ethernet (registered trademark) can be used as the communication method between the communication unit 22 and the first to sixth sub ECUs 11 to 16. The communication method between the communication unit 22 and the first to third sub ECUs 11 to 13 may be a wireless method, a part of the communication method may be a wireless method, and the other may be a wired method. The communication unit 22 is an example of a module stored in the memory of the central ECU 20.

The first to sixth sub ECUs 11 to 16 are arranged in the vicinity of each device. In the present embodiment, the first sub-ECU 11 is arranged in the center right of the vehicle, the second sub-ECU 12 is arranged on the right rear side of the vehicle, the third sub-ECU 13 is arranged on the front right side of the vehicle, and the fourth sub-ECU 14 is arranged in the center left of the vehicle. The fifth sub-ECU 15 is arranged on the left rear side of the vehicle, and the sixth sub-ECU 16 is arranged on the left rear side of the vehicle. Although not shown, the first to sixth sub-ECUs 11 to 16 include communication standards between the first to sixth sub-ECUs 11 to 16 and the communication unit 22 of the central ECU 20, and the first to sixth sub-ECUs 11 to 16. When the communication standard between 16 and each device is different, a function for performing protocol conversion is provided.

The configuration of each of the sub-ECUs 11 to 16 will be described. Here, the configurations of the first to third sub-ECUs 11 to 13 will be described in detail with reference to FIG. 2.

As shown in FIG. 2, the first sub-ECU 11 is communicatively connected to, for example, an EPS device D11, an electric brake device D12, and a power window device D22. The first sub-ECU 11 controls the EPS device D11, the electric brake device D12, and the power window device D22 based on the control signal (target signal) transmitted from the central ECU 20. The first sub-ECU 11 is configured to be able to acquire information from a part of the plurality of sensors 100. In the present embodiment, the first sub-ECU 11 is configured to be able to acquire at least the output of the steering angle sensor, the brake pedal sensor, and the switch of the power window device.

The first sub-ECU 11 controls the amount of control of the EPS device D11 (current amount supplied to the assist motor, etc.) so that the EPS device D11 realizes the target steering angle based on the information of the target steering angle transmitted from the central ECU 20. Is calculated. The first sub-ECU 11 outputs a signal based on the calculated control amount to the EPS device D11.

Further, the first sub-ECU has a control amount (current amount to the motor) of the electric brake device D12 so that the electric brake device D12 realizes the target braking force based on the information of the target braking force transmitted from the central ECU 20. Etc.) is calculated. The first sub-ECU 11 outputs a signal based on the calculated control amount to the electric brake device D12.

The first sub-ECU 11 has a preliminary calculation unit 11a capable of calculating the target steering angle of the EPS device D11 and the target braking force of the electric brake device D12 based on the output of the sensor 100. When the power supply to the central ECU 20 is cut off, the preliminary calculation unit 11a receives a notification from the central ECU 20 and calculates the target steering angle of the EPS device D11 and the target braking force of the electric brake device D12. The preliminary calculation unit 11a calculates the target steering angle of the EPS device D11 and the target braking force of the electric brake device D12 based on the sensor information input to the first sub-ECU 11. After that, the first sub-ECU 11 calculates and calculates the control amount of the EPS device D11 for realizing the calculated target steering angle and the control amount of the electric brake device D12 for realizing the calculated target braking force. A signal based on the quantity is transmitted to the EPS device D11 and the electric brake device D12.

Unlike the central ECU 20, the preliminary calculation unit 11a does not perform control according to the environment outside the vehicle, but only controls the EPS device D11 and the electric brake device D12 based on the operation of the occupant of the vehicle 1.

Further, the first sub-ECU 11 operates the power window device D22 based on the window opening / closing information transmitted from the central ECU 20. When the power supply to the central ECU 20 is cut off, the preliminary calculation unit 11a receives a notification from the central ECU 20 and determines on / off of the power window device D22 according to the scene of the vehicle 1. The first sub ECU 11 transmits a control signal based on the determination result to the power window device D22. For example, when the power supply to the central ECU 20 is cut off while the vehicle 1 is stopped, the preliminary calculation unit 11a outputs a control signal to the power window device D22 so as to close the window.

As shown in FIG. 2, the second sub-ECU 12 is communicatively connected to the brake lamp D21. The second sub-ECU 12 transmits the information of the brake lamp D21 sent from the central ECU 20 to the brake lamp D21 as it is. That is, the brake lamp D21 basically operates based on a control signal sent from the central ECU 20 and relayed to the second sub ECU 12. The second sub-ECU 12 is configured to be able to acquire information from a part of the plurality of sensors 100. In the present embodiment, the second sub-ECU 12 is configured to be able to acquire at least an output from the brake pedal sensor.

The second sub-ECU 12 has a preliminary determination unit 12a capable of determining whether or not to operate the brake lamp D21. When the power supply to the central ECU 20 is cut off, the preliminary determination unit 12a receives a notification from the central ECU 20 and determines whether or not to operate the brake lamp D21. The preliminary determination unit 12a determines whether or not to operate the brake lamp D21 based on the sensor information input to the second sub ECU 12. The preliminary determination unit 12a transmits a control signal for controlling the brake lamp D21 to the brake lamp D21.

As shown in FIG. 2, the third sub-ECU 13 is, for example, communicatively connected to the right headlight D31 and the audio D32. In the present embodiment, the third sub-ECU 13 is designed so that the output from the sensor is not input. Although not shown for other devices, the third sub-ECU 13 is not connected to the basic device and the selective device, but is connected only to the fixed device.

The third sub-ECU 13 transmits the information of the headlight D31 and the information of the audio D32 sent from the central ECU 20 to the headlight D31 and the audio D32 as they are. That is, the headlight D31 and the audio D32 basically operate based on the control signal sent from the central ECU 20 and relayed to the third sub ECU 13.

The third sub-ECU 13 has a fixed signal output unit 13a capable of outputting an on signal for keeping the headlight D31 in a lit state. When the power supply to the central ECU 20 is cut off, the fixed signal output unit 13a receives a notification from the central ECU 20 and outputs an on signal to the headlight D31. As a result, when the central ECU 20 has an energization abnormality, the headlight D31 is maintained in a lit state.

Further, the fixed signal output unit 13a is configured to be able to output an off signal for keeping the audio device D32 in the off state. When the power supply to the central ECU 20 is cut off, the fixed signal output unit 13a receives a notification from the central ECU 20 and outputs an off signal to the audio D32. As a result, when the central ECU 20 has an energization abnormality, the audio device D32 is maintained in the off state.

The fourth to sixth sub-ECUs 14 to 16 are also configured by the same design method as the first to third sub-ECUs 11 to 13. That is, the sub-ECU to which the basic device (for example, the brake device D12) is connected like the fourth sub-ECU 14 has a preliminary calculation unit 11a like the first sub-ECU 11. Like the fifth sub-ECU 15, the sub-ECU connected to the selective actuator (for example, the brake lamp D21) has a preliminary determination unit 12a like the second sub-ECU 12. Like the sixth sub-ECU 16, the sub-ECU connected to the fixed device (here, the headlight D31) has a fixed signal output unit 13a like the third sub-ECU 13.

As shown in FIGS. 2 and 3, the fuse box 30 has a plurality of switch systems that control on / off of power supply from the battery 2 to the first to third sub ECUs 11 to 13, respectively. The switch system between the battery 2 and the first to third sub ECUs 11 to 13 is composed of fuses, respectively. A first fuse 31 is provided between the battery 2 and the first sub-ECU 11, a second fuse 32 is provided between the battery 2 and the second sub-ECU 12, and a second fuse 32 is provided between the battery 2 and the third sub-ECU 13. Is provided with a third fuse 33. Further, the fuse box 30 has a central semiconductor fuse 34 that controls on / off of power supply from the battery 2 to the central ECU 20. Although not shown, the fuse box 30 is also provided with fourth to sixth fuses, which are switch systems between the battery 2 and the fourth to sixth sub ECUs 14 to 16. The switch systems for the first to sixth sub ECUs 11 to 16 may each be composed of semiconductor fuses. The fuse box 30 is an example of a relay device.

The central semiconductor fuse 34 is configured to be communicable with the MCU 21. CAN, CAN-FD, Ethernet (registered trademark) and the like can be used as the communication method between the MCU 21 and the central semiconductor fuse 34. The ON / OFF state of the central semiconductor fuse 34 is controlled by the MCU 21. For example, when the central semiconductor fuse 34 is turned on by the MCU 21, power is supplied from the battery 2 to the central ECU 20, while when the central semiconductor fuse 34 is turned off by the MCU 21, the battery 2 is in the center. The power supply to the ECU 20 is cut off.

Here, in the conventional fuse box, the central ECU 20 is protected by the fuse being broken when an overcurrent flows through the electric wire. However, if an energization abnormality such as a short circuit occurs inside the central ECU 20, it cannot be protected by a conventional fuse. Therefore, the electric power may continue to be supplied to the central ECU 20 in the abnormally energized state, and the energized state may be further deteriorated to cause a failure. Further, if the electric power is continuously supplied to the central ECU 20 in the abnormal state of energization, the current is consumed more than necessary, and the electric power cost of the vehicle 1 is deteriorated. Since the central ECU 20 calculates the target control amount of each device, the power consumption is particularly large, and it is particularly important to suppress the failure. Therefore, in the first embodiment, when the central ECU 20 (particularly the MCU 21) detects that the current flowing through the central ECU 20 is excessively large and detects an energization abnormality, the battery 2 is transferred to the central ECU 20. It has a self-cutting function that outputs a control signal to the central semiconductor fuse 34 so that the power supply is turned off.

In this way, by cutting off the power supply by the central ECU 20 itself, it is possible to cut off the power supply to itself fairly quickly when an energization abnormality occurs in the central ECU 20. As a result, it is possible to improve the electricity cost of the vehicle 1 and effectively suppress the failure of the central ECU 20 due to the abnormal energization.

Next, with reference to FIG. 3, a process until the energization of the central ECU 20 is cut off will be described. First, it is assumed that a short circuit occurs inside the central ECU 20. The MCU 21 of the central ECU 20 notifies the first to sixth sub-ECUs 11 to 16 (first to third sub-ECUs 11 to 13 in FIG. 3) via the communication unit 22 that the power supply to the central ECU 20 is cut off. After the notification, the MCU 21 executes the self-cutting function and transmits a control signal to the central semiconductor fuse 34 to turn off the central semiconductor fuse 34. As a result, the power supply to the central ECU 20 is cut off.

On the other hand, the 1st to 6th sub-ECUs 11 to 16 receiving the notification from the central ECU 20 can switch each device according to the scene (situation) of the vehicle 1 and the type of the device connected by communication without using the central ECU 20. Control. That is, the first sub-ECU 11 calculates the target steering angle to control the EPS device D11 and calculates the target braking force to control the electric brake device D12 based on the signal from the sensor 100, and the second sub-ECU 12 Outputs an on / off signal to the brake lamp D21 according to the state of the vehicle 1, and the third sub ECU 13 outputs an on signal to the headlight D31 and turns off to the audio D32 regardless of the scene of the vehicle 1. Output a signal.

In this way, the central ECU 20 notifies the first to sixth sub-ECUs 11 to 16 and then cuts off the power supply to itself. As a result, since the control of each device can be continued by the first to sixth sub-ECUs 11 to 16, the running can be continued even if the vehicle 1 is running, and the vehicle 1 is stolen when the vehicle 1 is stopped. It can be prevented.

Therefore, in the present embodiment, the battery 2, the central ECU 20 and the first to sixth sub-ECUs 11 to 16 that can be controlled by the device of the vehicle 1, and the battery 2, the central ECU 20, and the first to sixth sub-ECUs 11 to 16 are used. A fuse box 30 which is connected and relays a power supply path between the battery 2 and the central ECU 20 and the first to sixth sub-ECUs 11 to 16, is provided, and the fuse box 30 supplies power from the battery 2 to the central ECU 20. It has a central semiconductor fuse 34 that controls on / off, respectively, and the central ECU 20 can communicate with the central semiconductor fuse 34, and when it detects an energization abnormality, it turns off the power supply from the battery 2 to itself. It has a self-cutting function that outputs a control signal to the central semiconductor fuse 34. As a result, the central ECU 20 can turn off the power supply by itself when it detects its own energization abnormality, so that when an energization abnormality occurs in the central ECU 20, the power supply can be cut off fairly quickly. can. As a result, the electricity cost of the vehicle 1 can be improved. Further, it is possible to effectively suppress the failure of the central ECU 20 due to the continuation of the energization abnormality.

Further, in the present embodiment, the central ECU 20 is configured to notify the first to sixth sub-ECUs 11 to 16 when executing the self-cutting function, and to execute the self-cutting function after the notification. When the first to sixth sub-ECUs 11 to 16 receive the notification from the central ECU 20, they output control signals to the devices according to the scene of the vehicle 1 and the type of the device controlled by the vehicle 1. As a result, the control of each device of the vehicle 1 can be appropriately continued.

(Embodiment 2)
Hereinafter, the second embodiment will be described in detail with reference to the drawings. In the following description, the parts common to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIG. 4, in the third embodiment, the power supply system of the vehicle 201 is a low-voltage battery 202 for supplying power having a relatively low voltage and a low-voltage battery 202 for supplying power having a relatively high voltage. It has a high voltage battery 203. The low voltage battery 202 is, for example, a 12V battery and is composed of a lead storage battery or the like. The high-voltage battery 203 is, for example, a 48V battery and is composed of a lithium ion battery or the like.

As shown in FIGS. 5 and 6, an ISG50 (Integrated Starter Generator) is connected to the high voltage battery 203. The power from the high voltage battery 203 is supplied to the ISG 50 without stepping down.

The power supply system of the vehicle 201 includes a fuse box 230 and a DCDC converter 240 (hereinafter, simply referred to as a converter 240). The low voltage battery 202 is connected to the fuse box 230 via an electric wire and is connected to the converter 240 via another electric wire. The high voltage battery 203 is connected to the converter 240 via an electric wire.

The fuse box 230 has a plurality of switch systems that control on / off of power supply from the low voltage battery 202 to the first to sixth sub ECUs 11 to 16, respectively. Although not shown, each switch system is composed of fuses.

The converter 240 steps down the voltage of the electric power supplied from the high voltage battery 203 to the same voltage as the low voltage battery 202 (for example, 12V). The converter 240 supplies the power after step-down to the central ECU 20. The DCDC converter 240 is an example of a relay device.

As shown in FIG. 5, the converter 240 includes two converter circuits 241,242, two controllers 243 and 244 that control each converter circuit 241,242, and a CPU 245 that outputs a control signal to each controller 243, 244. Has. The converter circuits 241,242 are controlled by the controllers 243 and 244 based on the control signal from the CPU 245. Each converter circuit 241,242 reduces the voltage of the high voltage battery 203 (for example, 48V) to a voltage comparable to that of the low voltage battery 202 (for example, 12V).

The converter 240 has a communication IC 246 for communicating with the central ECU 20. The communication IC 246 receives the signal transmitted from the communication IC 22 of the central ECU 20 and transmits it to the CPU 245. For example, CAN or CAN-FD can be adopted as the communication method between the communication IC 246 of the converter 240 and the communication IC 22 of the central ECU 20.

As shown in FIG. 6, the converter 240 has a switch system for controlling on / off of power supply from the high voltage battery 203 to the central ECU 20. The switch system is composed of a semiconductor fuse (hereinafter referred to as a central semiconductor fuse 247).

The on / off state of the central semiconductor fuse 247 is controlled by the CPU 245. When the CPU 245 receives a control signal regarding the on / off of the central semiconductor fuse 247 from the central ECU 20 via the communication IC 246, the CPU 245 switches the on / off state of the central semiconductor fuse 247. As a result, the energized state between the high voltage battery 203 and the central ECU 20 is controlled by the central ECU 20 itself.

As shown in FIG. 6, the converter 240 is configured to be communicable with the first to third sub ECUs 11 to 13. As will be described in detail later, in the converter 240, when the central ECU 20 cuts off the power supply by itself (when the self-cutting function is executed), the central ECU 20 executes the self-cutting function in the first to third sub-ECUs 11 to 13. Notify that to do. Although not shown, the converter 240 is configured to be able to communicate with the 4th to 6th sub ECUs 14 to 16, and when the central ECU 20 executes the self-cutting function, the 4th to 6th subs The ECUs 14 to 16 are also notified that the central ECU 20 executes the self-cutting function.

Also in the second embodiment, the central ECU 20 turns off the power supply from the low-voltage and high-voltage batteries 202 and 203 to the central ECU 20 when it detects that an energization abnormality such as a short circuit has occurred. Strictly speaking, it executes a self-cutting function that outputs a control signal to the semiconductor fuse of the converter 240). This will be described with reference to FIG.

First, it is assumed that a short circuit occurs inside the central ECU 20. The MCU 21 of the central ECU 20 notifies the CPU 245 of the converter 240 that the self-blocking function is executed. Upon receiving the notification from the central ECU 20, the CPU 245 is connected to the first to sixth sub-ECUs 11 to 16 (the first to third sub-ECUs 11 to 13 in FIG. 6) via the communication IC 246, and the central ECU 20 provides the self-blocking function. Notify you to do it. After notifying each of the sub-ECUs 11 to 16, the CPU 245 turns off the central semiconductor fuse 247. As a result, the power supply to the central ECU 20 is cut off.

On the other hand, the 1st to 6th sub-ECUs 11 to 16 receiving the notification from the CPU 245 control each device according to the scene (situation) of the vehicle 1 and the type of the device connected by communication without using the central ECU 20. do. That is, the first sub-ECU 11 calculates the target steering angle to control the EPS device D11 and calculates the target braking force to control the electric brake device D12 based on the signal from the sensor 100, and the second sub-ECU 12 Outputs an on / off signal to the brake lamp D21 according to the state of the vehicle 1, and the third sub ECU 13 outputs an on signal to the headlight D31 and turns off to the audio D32 regardless of the scene of the vehicle 1. Output a signal.

As described above, in the second embodiment, after the converter 240 notifies the first to sixth sub ECUs 11 to 16, the power supply to itself is cut off. Therefore, even in the second embodiment, even if the power supply of the central ECU 20 is cut off, the control of each device can be continued by the first to sixth sub-ECUs 11 to 16, so that the vehicle 1 continues to run while the vehicle 1 is running. Can be made to.

(Other embodiments)
The technique disclosed herein is not limited to the above-described embodiment, and can be substituted as long as it does not deviate from the gist of the claims.

For example, in the first and second embodiments, when the power supply of the central ECU 20 is cut off, the devices to which the sub-ECUs 11 to 16 are connected are controlled. Not limited to this, when the central ECU 20 detects an energization abnormality of the central ECU 20 itself, a control signal is sent to the first to sixth sub-ECUs 11 to 16 according to the scene of the vehicle 1 and the device controlled by each of the sub-ECUs 11 to 16. May be sent respectively. That is, before the central ECU 20 executes the self-blocking function, for example, the central ECU 20 transmits to the first sub-ECU 11 a target steering angle for operating the EPS device D11 so as to move the vehicle 1 to the road shoulder, and the vehicle 1 is moved to the road shoulder. A target braking force for operating the electric brake device D12 is transmitted so as to stop the vehicle, a control signal for turning on the brake lamp D21 is transmitted to the second sub-ECU 12, and a headlight D31 is transmitted to the third sub-ECU 13. Sends a control signal to turn it on. In this way, the central ECU 20 transmits the minimum control signal for obtaining the safety of the driver and the like to each of the sub-ECUs 11 to 16 before executing the self-cutting function. As a result, the safety of the vehicle 1 can be effectively improved, and the difference and the amount of electricity cost can be improved.

Further, when the power supply of the central ECU 20 is cut off, for example, each of the sub-ECUs 11 to 16 may communicate with the MCU 21 via the communication IC 22 to generate control for each device using the MCU 21.

Further, in the above-described second embodiment, the CPU 245 of the converter 240 only notifies the sub-ECUs 11 to 16 when the central ECU 20 executes the self-cutting function. Not limited to this, when the central ECU 20 executes the self-cutting function, the CPU 245 of the converter 240 may output a control signal to each of the sub-ECUs 11 to 16 instead of the central ECU 20.

Further, in the above-described first and second embodiments, the moving body is a vehicle of an automobile, but the present invention is not limited to this, and a vehicle of a heavy machine or the like may be targeted.

The above embodiments are merely examples, and the scope of the present disclosure should not be construed in a limited manner. The scope of the present disclosure is defined by the scope of claims, and all modifications and changes belonging to the equivalent scope of the scope of claims are within the scope of the present disclosure.

The techniques disclosed herein are useful in mobile power systems to improve electricity costs in mobiles.

1 Vehicle (mobile body)
2 Batteries 11 to 16 1st to 6th sub-ECUs (arithmetic logic unit, sub-arithmetic logic unit)
20 Central ECU (arithmetic logic unit, central processing unit)
30 Fuse box (relay device)
201 Vehicle (mobile body)
202 Low voltage battery 203 High voltage battery 240 DCDC converter (relay device)
247 Central semiconductor fuse (switch system)

Claims (5)

It ’s a mobile power system,
With the battery
A plurality of arithmetic units capable of controlling the device of the mobile body, and
A relay device that is electrically connected to at least one of the battery and the plurality of arithmetic units and relays a power supply path between the battery and the at least one arithmetic unit is provided.
The relay device has a switch system for controlling on / off of power supply from the battery to the at least one arithmetic unit.
The at least one arithmetic unit can communicate with the relay device, and when it detects its own abnormality, it turns off the switch system and turns off the power supply from the battery to itself. A mobile power supply system characterized by having a self-blocking function for outputting a control signal to the relay device. In the mobile power supply system according to claim 1,
The plurality of arithmetic units are
A plurality of sub-arithmetic units capable of transmitting control signals to the devices, and
A central processing unit that is connected to each of the plurality of sub-arithmetic units by communication and controls the plurality of sub-arithmetic units in an integrated manner.
Including
The central processing unit is a mobile power supply system characterized in that it can communicate with the relay device and has the self-blocking function. In the mobile power supply system according to claim 2.
When the central processing unit executes the self-blocking function, the central processing unit is configured to notify the plurality of sub-arithmetic units and execute the self-blocking function after the notification.
When the plurality of sub-arithmetic units receive the notification from the central processing unit, the plurality of sub-arithmetic units output control signals to the devices according to the scene of the moving body and the devices controlled by the sub-arithmetic unit. Mobile power system. In the mobile power supply system according to claim 2.
When the central processing unit executes the self-blocking function, the central processing unit transmits a control signal to the plurality of sub arithmetic units according to the scene of the moving body and the device controlled by each of the sub control devices. A mobile power supply system configured to perform the self-blocking function after transmitting the control signal. In the mobile power supply system according to claim 2.
The relay device is configured to receive a control signal for executing the self-cutting function from the central processing unit to turn off the switch system.
Further, when the relay device receives a control signal for executing the self-cutting function from the central processing unit, the central processing unit is connected to the plurality of sub arithmetic units before turning off the switch system. It is configured to notify you that it will perform the self-blocking function.
When the plurality of sub-arithmetic devices receive the notification from the relay device, the plurality of sub-arithmetic devices output a control signal to the device according to the scene of the moving body and the device controlled by the mobile device. Body power system.

Images