JP5262965B2 - Motor power supply circuit and power hydraulic pressure source - Google Patents

Description

  The present invention relates to a motor power supply circuit that supplies power from a power source to a motor, and a power hydraulic pressure source that uses the motor power supply circuit.

  Patent Document 1 discloses a pump motor supply voltage control device in a brake control device. In this supply voltage control device, a power line in which a drop register is interposed and a power line in which a relay switch is interposed are provided in parallel, and power is supplied from the power source to the pump motor via these two power lines. It is configured to be possible.

Japanese Patent Laid-Open No. 5-185928

  However, the pump motor supply voltage control device disclosed in Patent Document 1 does not consider the disconnection detection of each power supply line, so there is room for improvement from the viewpoint of failsafe.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a motor power supply circuit capable of detecting disconnection of each power supply line in a motor power supply circuit having a plurality of power supply lines, and the motor power. An object of the present invention is to provide a power hydraulic pressure source using a supply circuit.

  In order to solve the above problems, a motor power supply circuit according to an aspect of the present invention can supply power from a power supply to a motor in parallel through a first power supply line via a register and a second power supply line not via a register. A motor power supply circuit for detecting motor operating status, a first relay switch interposed in the first power supply line, and a second relay switch interposed in the second power supply line And either one of the first relay switch or the second relay switch is turned on, and the disconnection of the first relay switch or the second relay switch is determined based on the operation status of the motor detected at that time. Control means for detecting.

  According to this aspect, if only the first relay switch is turned on but the motor is not operated, it can be detected that the first relay switch is disconnected, and the motor is operated even when only the second relay switch is turned on. If not, it can be detected that the second relay switch is disconnected. Since it is not necessary to provide a means for detecting disconnection for each relay switch, an inexpensive motor power supply circuit can be realized.

  The control means may perform control to turn on the second relay switch after turning on the first relay switch when power supply from the power source to the motor is started. If the power supply voltage is suddenly supplied to the motor, an inrush current flows through the motor, and the power supply voltage may be suddenly lowered temporarily. If the power supply voltage is lowered and supplied to the motor, the inrush current can be suppressed, but in this case, the power supplied to the motor is reduced. Thus, as in this embodiment, first, the power supply voltage dropped by the register is supplied to the motor by turning on the first relay switch, and then the power supply voltage is supplied to the motor by turning on the second relay switch. While suppressing the inrush current, it is possible to avoid a decrease in motor supply power.

  The control means may supply electric power to the motor through a power line to which the other relay switch belongs while detecting disconnection of either the first relay switch or the second relay switch. Thereby, even when it takes time to detect disconnection of one relay switch, it is possible to supply power by the power supply line to which the other relay switch belongs, and it is possible to ensure power supply redundancy.

  The control means may stop the power supply by the power supply line to which the one relay switch belongs after the power supply by the power supply line to which the other relay switch belongs, and detect disconnection of the other relay switch. Thereby, disconnection detection of the other relay switch can be performed.

  Another aspect of the present invention is a power hydraulic pressure source. The power hydraulic pressure source includes a pump driven by a motor, an accumulator for accumulating the hydraulic pressure output from the pump, a sensor for detecting an accumulator pressure, which is a pressure in the accumulator, and a power source to the motor. A power hydraulic pressure source including the above-described motor power supply circuit for supplying electric power, wherein the control means of the motor power supply circuit includes the first relay switch when the accumulator pressure becomes a first predetermined pressure. The motor is detected after the first relay switch is turned off by performing control to turn off the second relay switch when the accumulator pressure becomes a second predetermined pressure higher than the first predetermined pressure. The disconnection of the second relay switch is detected on the basis of the operation status of the second relay switch.

  According to this aspect, since the second predetermined pressure is higher than the first predetermined pressure, power supply by only the second power supply line is executed after the accumulator pressure rises to the first predetermined pressure. Here, by confirming the operating state of the motor, the disconnection of the second relay switch can be reliably detected.

  According to the present invention, in a motor power supply circuit having a plurality of power supply lines, it is possible to provide a motor power supply circuit capable of detecting disconnection of each power supply line, and a power hydraulic pressure source using the motor power supply circuit. .

1 is a system diagram showing a brake control device to which a motor power supply circuit according to an embodiment of the present invention can be applied. It is a figure which shows the motor power supply circuit which concerns on embodiment of this invention. It is a figure which shows the flowchart for demonstrating the flow of control of a motor electric power supply circuit. It is a figure which shows the time chart for demonstrating normal control of a motor electric power supply circuit. It is a figure which shows the time chart for demonstrating control of the motor electric power supply circuit at the time of the disconnection of a 1st relay switch. It is a figure which shows the time chart for demonstrating control of the motor electric power supply circuit at the time of the disconnection of a 2nd relay switch.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram showing a brake control device 10 to which a motor power supply circuit according to an embodiment of the present invention can be applied. A brake control device 10 shown in FIG. 1 constitutes an electronically controlled brake system (ECB) for a vehicle, and brakes for four wheels of a vehicle based on an operation amount of a brake pedal 12 as a brake operation member by a driver. Is optimally controlled.

  The brake pedal 12 is connected to a master cylinder 14 that sends out brake fluid in response to a depression operation by the driver. The brake pedal 12 is provided with a stroke sensor 46 for detecting the depression stroke.

  Connected to the first output port 14a of the master cylinder 14 is a stroke simulator 24 that creates a pedal stroke according to the depression force of the brake pedal 12 by the driver.

  A simulator cut valve 23 is provided in the middle of the flow path connecting the master cylinder 14 and the stroke simulator 24. The simulator cut valve 23 is a normally-closed electromagnetic on-off valve that opens when energized during normal operation and closes when de-energized such as during an abnormality. The master cylinder 14 is connected to a reservoir tank 26 for storing brake fluid.

  A brake fluid pressure control pipe 18 for the right front wheel is connected to the first output port 14a of the master cylinder 14, and the brake fluid pressure control pipe 18 is for the right front wheel that applies a braking force to the right front wheel. It is connected to the wheel cylinder 20FR. Also, a brake fluid pressure control pipe 16 for the left front wheel is connected to the second output port 14b of the master cylinder 14, and the brake fluid pressure control pipe 16 applies a braking force to the left front wheel. Is connected to the wheel cylinder 20FL.

  A right electromagnetic on-off valve 22FR is provided in the middle of the brake fluid pressure control pipe 18 for the right front wheel, and a left electromagnetic on-off valve 22FL is provided in the middle of the brake fluid pressure control pipe 16 for the left front wheel. Yes. The right solenoid on-off valve 22FR and the left solenoid on-off valve 22FL are both normally open solenoid valves that are open when not energized and switched to closed when energized.

  A right master pressure sensor 48FR for detecting the master cylinder pressure on the right front wheel side is provided in the middle of the brake fluid pressure control pipe 18 for the right front wheel. Is provided with a left master pressure sensor 48FL for measuring the master cylinder pressure on the left front wheel side.

  In the brake control apparatus 10, when the brake pedal 12 is depressed by the driver, the stroke operation amount is detected by the stroke sensor 46. The master detected by the right master pressure sensor 48FR and the left master pressure sensor 48FL is detected. The depressing operation force (depressing force) of the brake pedal 12 can also be obtained from the cylinder pressure. As described above, it is preferable from the viewpoint of fail-safe that the master cylinder pressure is monitored by the two pressure sensors 48FR and 48FL on the assumption of the failure of the stroke sensor 46. Hereinafter, the right master pressure sensor 48FR and the left master pressure sensor 48FL are collectively referred to as a master cylinder pressure sensor 48 as appropriate.

  On the other hand, one end of a hydraulic pressure supply / discharge pipe 28 is connected to the reservoir tank 26, and a suction port of a pump 34 driven by a motor 32 is connected to the other end of the hydraulic pressure supply / discharge pipe 28. Yes. The discharge port of the pump 34 is connected to a high pressure pipe 30, and an accumulator 50 and a relief valve 53 are connected to the high pressure pipe 30. In the present embodiment, a reciprocating pump including two or more pistons (not shown) that are reciprocated by the motor 32 is employed as the pump 34. Further, as the accumulator 50, an accumulator 50 that converts the pressure energy of the brake fluid into the pressure energy of an enclosed gas such as nitrogen is stored.

  The motor 32 is supplied with driving power by a motor power supply circuit (not shown) according to the embodiment of the present invention. This motor power supply circuit will be described later.

  The accumulator 50 stores the hydraulic pressure increased to about 14 to 22 MPa by the pump 34, for example. Further, the valve outlet of the relief valve 53 is connected to the hydraulic pressure supply / discharge pipe 28. When the pressure in the accumulator 50 increases abnormally to, for example, about 25 MPa, the relief valve 53 is opened, and the high-pressure brake fluid is generated. It returns to the hydraulic pressure supply / discharge pipe 28. Further, the high-pressure pipe 30 is provided with an accumulator pressure sensor 51 that detects an outlet pressure of the accumulator 50, that is, a pressure in the accumulator 50.

  The accumulator 50, the pump 34, the motor 32, and the accumulator pressure sensor 51 send the brake fluid pressurized by the power supply to the wheel cylinders 20FR to 20RL independently from the operation of the brake pedal 12 by the driver. The power hydraulic pressure source 31 is configured.

  The high pressure pipe 30 is connected to the right front wheel wheel cylinder 20FR, the left front wheel wheel cylinder 20FL, the right rear wheel wheel cylinder 20RR, and the left rear wheel wheel cylinder 20RL via the pressure increasing valves 40FR, 40FL, 40RR, 40RL. It is connected to the. Hereinafter, the wheel cylinders 20FR to 20RL will be collectively referred to as “wheel cylinders 20”, and the pressure increase valves 40FR to 40RL will be appropriately collectively referred to as “pressure increase valves 40”. Each of the pressure increasing valves 40 is a normally closed electromagnetic flow control valve (linear valve) that is closed when not energized and is used to increase the pressure of the wheel cylinder 20 as necessary. A disc brake unit is provided for each wheel of the vehicle (not shown), and each disc brake unit generates a braking force by pressing the brake pad against the disc by the action of the wheel cylinder 20.

  Further, the wheel cylinder 20FR for the right front wheel and the wheel cylinder 20FL for the left front wheel are connected to the hydraulic pressure supply / discharge pipe 28 via the pressure reducing valve 42FR or 42FL, respectively. The pressure reducing valves 42FR and 42FL are normally closed electromagnetic flow control valves (linear valves) used for pressure reduction of the wheel cylinders 20FR and 20FL as necessary. On the other hand, the wheel cylinder 20RR for the right rear wheel and the wheel cylinder 20RL for the left rear wheel are connected to the hydraulic pressure supply / discharge pipe 28 via a pressure reducing valve 42RR or 42RL which is a normally open electromagnetic flow control valve. Yes. Hereinafter, the pressure reducing valves 42FR to 42RL are collectively referred to as “pressure reducing valve 42” as appropriate.

  Wheel cylinders for detecting the wheel cylinder pressure, which is the pressure of the brake fluid acting on the corresponding wheel cylinder 20, in the vicinity of the wheel cylinders 20FR to 20RL for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel Pressure sensors 44FR, 44FL, 44RR and 44RL are provided. Hereinafter, the wheel cylinder pressure sensors 44FR to 44RL are collectively referred to as “wheel cylinder pressure sensor 44” as appropriate.

  The right electromagnetic on-off valve 22FR and the left electromagnetic on-off valve 22FL, the pressure increasing valves 40FR to 40RL, the pressure reducing valves 42FR to 42RL, the pump 34, the accumulator 50, and the like constitute the hydraulic actuator 81 of the brake control device 10. The hydraulic actuator 81 is controlled by an electronic control unit (hereinafter referred to as “ECU”) 200.

  The ECU 200 functions as a control unit that controls the wheel cylinder pressure in the wheel cylinders 20FR to 20RL. The ECU 200 is a nonvolatile memory such as a CPU that executes various arithmetic processes, a ROM that stores various control programs, a RAM that is used as a work area for data storage and program execution, and a backup RAM that can retain stored contents even when the engine is stopped. An A / D converter for converting an analog signal input from a memory, an input / output interface, various sensors, and the like into a digital signal and taking it in, a timer for timing, and the like are provided.

  The ECU 200 is electrically connected to various actuators including the hydraulic actuator 81 such as the electromagnetic on-off valves 22FR and 22FL, the simulator cut valve 23, the pressure increasing valves 40FR to 40RL, and the pressure reducing valves 42FR to 42RL.

  The ECU 200 is electrically connected to various sensors / switches that output signals for use in control. That is, a signal indicating the wheel cylinder pressure in the wheel cylinders 20FR to 20RL is input to the ECU 200 from the wheel cylinder pressure sensors 44FR to 44RL.

  Further, a signal indicating the pedal stroke of the brake pedal 12 is input from the stroke sensor 46 to the ECU 200, and signals indicating the master cylinder pressure are input from the right master pressure sensor 48FR and the left master pressure sensor 48FL, and from the accumulator pressure sensor 51. A signal indicating the accumulator pressure is input.

  Further, although not shown, ECU 200 receives a signal indicating the wheel speed of each wheel from a wheel speed sensor installed for each wheel, a signal indicating a yaw rate from the yaw rate sensor, and a steering wheel from the steering angle sensor. A signal indicating the steering angle is input.

  In the brake control device 10 configured as described above, when the brake pedal 12 is depressed by the driver, the ECU 200 calculates the target deceleration of the vehicle from the pedal stroke representing the depression amount of the brake pedal 12 and the master cylinder pressure. A target hydraulic pressure that is a target value of the wheel cylinder pressure of each wheel is obtained in accordance with the calculated target deceleration. Then, the ECU 200 controls the pressure increasing valve 40 and the pressure reducing valve 42 so that the wheel cylinder pressure of each wheel becomes the target hydraulic pressure.

  On the other hand, at this time, the electromagnetic on-off valves 22FR and 22FL are closed, and the simulator cut valve 23 is opened. Therefore, the brake fluid sent from the master cylinder 14 by the depression of the brake pedal 12 by the driver flows into the stroke simulator 24 through the simulator cut valve 23.

  Further, when the accumulator pressure is less than the lower limit value of a preset control range, the motor 200 is driven by the ECU 200 to increase the accumulator pressure, and when the accumulator pressure enters the control range, the drive of the motor 32 is stopped. .

  FIG. 2 is a diagram showing a motor power supply circuit 100 according to the embodiment of the present invention. A motor power supply circuit 100 shown in FIG. 2 is a circuit for supplying power to the motor 32 from a battery 114 mounted on the vehicle.

  In the motor power supply circuit 100, a first power supply line 108 and a second power supply line 110 are provided in parallel between the brake ECU 200 and the motor 32. A first relay switch 102 and a register 106 are interposed in series on the first power supply line 108. A second relay switch 104 is interposed in the second power supply line 110.

  The first relay switch 102 and the second relay switch 104 are mechanical relays composed of an electromagnet and a mechanical contact, and are configured to be able to switch on / off of the contact by energizing the electromagnet. The brake ECU 200 outputs a control signal to the first relay switch 102 and the second relay switch 104 via a control line (not shown), and controls on / off of the first relay switch 102 and the second relay switch 104.

  A battery 114 is connected to the brake ECU 200, and electric power is supplied from the battery 114 to the motor 32 through the first power supply line 108 and the second power supply line 110 in response to ON / OFF of the first relay switch 102 and the second relay switch 104. It has come to be. In the present embodiment, the voltage of battery 114 is 12V.

  A motor energization monitor line 112 is provided between the brake ECU 200 and the motor 32. The brake ECU 200 detects the operating status of the motor 32 based on the voltage detected via the motor energization monitor line 112.

  The brake ECU 200 is provided with a first counter 120 and a second counter 122. The first counter 120 starts counting when the motor 32 is not energized after outputting a command to turn on the first relay switch 102. The second counter 122 starts counting when the motor 32 is not energized after outputting a command to turn off the second relay switch 104.

  FIG. 3 is a flowchart for explaining the control flow of the motor power supply circuit 100. The control according to the flowchart shown in FIG. 3 is repeatedly executed every predetermined time.

  First, the brake ECU 200 reads the accumulator pressure Pacc from the accumulator pressure sensor 51, and determines whether or not the accumulator pressure Pacc is lower than a predetermined motor-on pressure P1 (S10). The motor on pressure P1 is set to about 16 MPa, for example. When the accumulator pressure Pacc is equal to or higher than the motor-on pressure P1 (N in S10), the brake ECU 200 waits until the accumulator pressure Pacc becomes lower than the motor-on pressure P1.

  When the accumulator pressure Pacc is lower than the motor-on pressure P1 (Y in S10), the brake ECU 200 issues a command to turn on the first relay switch 102 (S12). When the first relay switch 102 is normally turned on, that is, when the first relay switch 102 is not disconnected, the voltage 12V of the battery 114 is dropped through the resistor 106, and this lowered voltage is applied to the motor 32. The When a current flows through the motor 32, the motor 32 starts to rotate.

  Next, the brake ECU 200 determines whether or not the motor 32 is energized based on the voltage detected via the motor energization monitor line 112 (S14). When the motor 32 is energized (Y in S14), the brake ECU 200 resets the first counter 120 to zero (S16), and the elapsed time after the first relay switch 102 is commanded to turn on has a predetermined second relay switch. It is determined whether or not the on-start time β is exceeded (S18). The second relay switch on start time β is set to about 100 msec, for example. If the elapsed time after the first relay switch 102 is turned on does not exceed the second relay switch on start time β (N in S18), the process returns to S14.

  When the elapsed time after the first relay switch 102 is turned on exceeds the second relay switch on start time β (Y in S18), the brake ECU 200 issues a command to turn on the second relay switch 104 (S20). ). When the second relay switch 104 is normally turned on, that is, when the second relay switch 104 is not disconnected, the voltage 12V of the battery 114 is applied to the motor 32. In this state, there are two current paths of the first power supply line 108 and the second power supply line 110, but the current is supplied to the motor 32 through the second power supply line 110 where no resistor is interposed. Since higher power is supplied to the motor 32 than when the current is supplied from the first power supply line 108, the rotation speed of the motor 32 increases.

  Thus, in the motor power supply circuit 100 according to the present embodiment, when the power supply from the battery 114 to the motor 32 is started, the first relay switch 102 is turned on and then the second relay switch 104 is turned on. It is configured.

  When starting the drive of the motor, if a power supply voltage of 12V is suddenly supplied to the motor, an inrush current flows through the motor, and the battery voltage may be suddenly lowered. A sudden drop in battery voltage is undesirable because it affects various systems in the vehicle. Inrush current can be suppressed by reducing the voltage of the battery and then supplying it to the motor. However, in this case, the power supplied to the motor is reduced, and the rotational speed of the motor is reduced. It will decline.

  Therefore, in the motor power supply circuit 100, first, the first relay switch 102 is turned on to supply the motor 32 with a voltage dropped from 12V by the register 106. The resistance value of resistor 106 is selected such that the voltage of battery 114 drops to a voltage at which no inrush current occurs. Thereafter, by turning on the second relay switch 104, the voltage of the battery 114 of 12V is supplied to the motor 32. At this time, since the motor 32 has already started to rotate, no inrush current is generated even if 12 V, which is the voltage of the battery 114, is applied. Further, since the voltage of the battery 114 is supplied to the motor 32 without being lowered, it is possible to prevent a decrease in the rotational speed of the motor 32. Thus, according to the motor power supply circuit 100, it is possible to avoid a decrease in the boosting performance of the accumulator 50 while suppressing the occurrence of an inrush current.

  Returning to FIG. 3, the description of the control in the motor power supply circuit 100 will be continued. After S20, the brake ECU 200 determines whether or not the accumulator pressure Pacc is greater than a predetermined first relay switch-off pressure P2 (S22). The first relay switch off pressure P2 is set to a pressure higher than the motor on pressure P1, for example, about 18 MPa.

  When the accumulator pressure Pacc is equal to or lower than the first relay switch off pressure P2 (N in S22), the brake ECU 200 waits until the accumulator pressure Pacc becomes larger than the first relay switch off pressure P2. On the other hand, when the accumulator pressure Pacc is greater than the first relay switch off pressure P2 (Y in S22), the brake ECU 200 issues a command to turn off the first relay switch 102 (S24). If the first relay switch 102 is normally turned off, only the second power supply line 110 is brought into conduction with the motor 32.

  Thereafter, the brake ECU 200 determines whether the motor 32 is energized based on the voltage detected through the motor energization monitor line 112 (S26). When the motor 32 is energized (Y in S26), the brake ECU 200 resets the second counter 122 to zero (S28), and determines whether or not the accumulator pressure Pacc is greater than a predetermined motor off pressure P3 (S30). ). The motor off pressure P3 is set to a pressure higher than the first relay switch off pressure P2, for example, about 19 MPa.

  When the accumulator pressure Pacc is equal to or lower than the motor off pressure P3 (N in S30), the process returns to S26. On the other hand, when the accumulator pressure Pacc is larger than the motor-off pressure P3 (Y in S30), the brake ECU 200 issues a command to turn off the second relay switch 104 (S32), and the control flow ends.

  When it is determined in S14 that the motor 32 is not energized (N in S14), the brake ECU 200 increases the count value of the first counter 120 (S34). Then, the brake ECU 200 determines whether or not the count value of the first counter 120 is greater than a predetermined disconnection determination threshold value α (S36). When the count value of the first counter 120 is equal to or less than the disconnection determination threshold value α (N in S36), the process proceeds to S18. On the other hand, when the count value of the first counter 120 is larger than the disconnection determination threshold value α (Y in S36), the brake ECU 200 determines that the first relay switch 102 is disconnected, and ends the control flow.

  When it is determined in S26 that the motor 32 is not energized (N in S26), the brake ECU 200 increases the count value of the second counter 122 (S40). Then, the brake ECU 200 determines whether or not the count value of the second counter 122 is greater than the disconnection determination threshold value α (S42). When the count value of the second counter 122 is equal to or less than the disconnection determination threshold value α (N in S42), the process returns to S26. On the other hand, when the count value of the second counter 122 is larger than the disconnection determination threshold value α (Y in S42), the brake ECU 200 determines that the second relay switch 104 is disconnected (S44), and ends the control flow.

  Next, the control of the motor power supply circuit 100 as described above will be specifically described using a time chart.

  FIG. 4 shows a time chart for explaining the normal control of the motor power supply circuit 100. Here, “normal control” refers to control in a state where the first relay switch 102 and the second relay switch 104 can be normally turned on / off.

  In FIG. 4, the horizontal axis represents time, and the vertical axis represents the control signal output to the first relay switch 102, the control signal output to the second relay switch 104, and the first counter 120 from the top. Counter value and the counter value of the second counter 122 are respectively shown.

  First, it is assumed that the accumulator pressure sensor 51 detects that the accumulator pressure Pacc becomes lower than a predetermined motor-on pressure P1 at time t1. When the state where the accumulator pressure Pacc is lower than the motor-on pressure P1 continues for a predetermined ACC pressure decrease determination time T1 (for example, set to about 100 msec), the brake ECU 200 outputs a command to turn on the first relay switch 102. The time at this time is assumed to be t2. When the first relay switch 102 is turned on, power starts to be supplied to the motor 32 via the first power supply line 108.

  In this way, by checking whether or not the state where the accumulator pressure Pacc is lower than the motor-on pressure P1 has continued for the ACC pressure decrease determination time T1, for example, when the accumulator pressure Pacc instantaneously decreases due to noise or the like, Malfunctions can be prevented.

  In FIG. 4, the counter value of the first counter 120 slightly increases at time t2. This indicates that it takes some time until the motor 32 is confirmed to be energized via the motor energization monitor line 112 after power is supplied to the motor 32. After the energization of the motor 32 is confirmed, the first counter 120 is reset to zero.

  Next, at time t3 when a predetermined second relay switch ON start time β (here, 100 msec) has elapsed since the ON command was issued to the first relay switch 102, the brake ECU 200 sets the second relay switch 104 to the second relay switch 104. In response, an on command is issued. When the second relay switch 104 is turned on, no resistor is interposed in the second power supply line 110, so 12 V, which is the voltage of the battery 114, is applied to the motor 32 via the second power supply line 110. As described above, by turning on the second relay switch 104 after turning on the first relay switch 102, it is possible to avoid a decrease in the boosting performance of the accumulator 50 while suppressing the occurrence of inrush current.

  After time t3, both the first relay switch 102 and the second relay switch 104 are turned on until time t4 when the accumulator pressure Pacc is increased to a predetermined first relay switch off pressure P2.

  When accumulator pressure Pacc becomes greater than first relay switch off pressure P2 at time t4, brake ECU 200 issues a command to turn off first relay switch 102. At this time, since the second relay switch 104 remains on, power is continuously supplied to the motor 32, and the accumulator pressure Pacc further increases.

  Thereafter, when the accumulator pressure Pacc becomes larger than the predetermined motor off pressure P3 at time t5, the brake ECU 200 issues a command to turn off the second relay switch 104.

  FIG. 5 shows a time chart for explaining the control of the motor power supply circuit 100 when the first relay switch 102 is disconnected.

  As in the case of the normal control in FIG. 4, when the state where the accumulator pressure Pacc is lower than the predetermined motor ON pressure P1 continues for the ACC pressure decrease determination time T1, the brake ECU 200 outputs a command to turn on the first relay switch 102. . At this time, since the first relay switch 102 is disconnected, the brake ECU 200 and the motor 32 are not conductive and the motor 32 is not energized. Therefore, in the flowchart of FIG. 3, the process proceeds in the order of S12 → S14 N → S34 → S36 N → S18 N → S14, and the elapsed time after the first relay switch 102 is commanded to turn on is the second relay on start time. The count value of the first counter 120 increases until β is exceeded (Y in S18). In FIG. 5, since the counter value of the first counter 120 is equal to or less than the determination threshold value α, the brake ECU 200 has not yet confirmed the disconnection of the first relay switch 102. This count value is held until the next control flow is executed. In the next control flow, if the motor 32 is not energized in S14 (N in S14), the count value is compared with the held count value. Are accumulated (S34). When the accumulated count value of the first counter 120 becomes larger than the determination threshold value α (Y in S36), the brake ECU 200 determines that the first relay switch 102 is disconnected (S38).

  Thus, in the motor power supply circuit 100, the disconnection of the first relay switch 102 is detected using the time from the time t2 to the time t3 when the ON command is issued only to the first relay switch 102. ing. The disconnection detection is preferably performed over a certain period of time (for example, about 1 sec) so that an error does not occur in the disconnection determination of the first relay switch 102. However, it is not preferable to increase the time during which only the first relay switch 102 is turned on, from the viewpoint of the responsiveness of increasing the accumulator pressure Pacc. Therefore, in the motor power supply circuit 100, the count value of the first relay switch 102 counted during the short second relay switch on start time β of about 100 msec is integrated, and the integrated count value is determined from the determination threshold value α. When it becomes larger, the disconnection of the first relay switch 102 is determined. As a result, it is possible to reliably detect disconnection of the first relay switch 102 while achieving both reduction of the inrush current and ensuring of the boosting performance.

  In order to detect disconnection of the first relay switch 102, several motor operations are required. However, after the second relay switch on start time β after the on command is issued to the first relay switch 102, the second relay switch Since 104 is turned on and electric power is supplied to the motor 32 via the second power supply line 110, there is little influence on the boosting performance of the accumulator 50.

  FIG. 6 is a time chart for explaining the control of the motor power supply circuit 100 when the second relay switch 104 is disconnected.

  As in the case of the normal control in FIG. 4, when the state where the accumulator pressure Pacc is lower than the predetermined motor ON pressure P1 continues for the ACC pressure decrease determination time T1, the brake ECU 200 outputs a command to turn on the first relay switch 102. . When the first relay switch 102 is turned on, power starts to be supplied to the motor 32 via the first power supply line 108.

  The brake ECU 200 issues an ON command to the second relay switch 104 at time t3 when the second relay switch ON start time β has elapsed since the ON command was issued to the first relay switch 102. Here, since the second relay switch 104 is disconnected, electric power is supplied to the motor 32 only through the first power supply line 108.

  Thereafter, when the accumulator pressure Pacc becomes larger than the first relay switch off pressure P2 at time t4, the brake ECU 200 issues a command to turn off the first relay switch 102. At this time, an ON command is issued to the second relay switch 104. However, since the second relay switch 104 is actually disconnected, the power supply to the motor 32 is stopped.

  In this case, in the flowchart of FIG. 3, the process proceeds in the order of S24 → S26 N → S40 → S42 N → S26, and the count value of the second counter 122 increases until the disconnection determination threshold value α is exceeded (Y in S42). . At time t6 when the count value of the second counter 122 exceeds the disconnection determination threshold value α, the brake ECU 200 determines that the second relay switch 104 is disconnected.

  Thus, in the motor power supply circuit 100, the disconnection of the second relay switch 104 is detected using the time after the time t4 when the ON command is issued only to the second relay switch 104. . Since the inrush current preventing register 106 is interposed in the first power supply line 108, the power supplied to the motor 32 is insufficient only by the first power supply line 108, and the boosting performance of the accumulator 50 may be deteriorated. . That is, the second power supply line 110 is an important power supply line in ensuring the boosting performance. According to the motor power supply circuit 100, the disconnection of this important power supply line can be detected by one motor operation. Early detection of abnormality is preferable from the viewpoint of fail-safe.

  The motor power supply circuit 100 has been described above. In the motor power supply circuit 100 according to the present embodiment, a monitor for detecting disconnection is not provided for each of the first relay switch 102 and the second relay switch 104, and the motor energization monitor line 112 is used. The disconnection of the first relay switch 102 and the second relay switch 104 is detected based only on the energization information to the motor 32 obtained. Therefore, an inexpensive motor power supply circuit 100 can be configured.

  Further, during disconnection detection of one of the first relay switch 102 and the second relay switch 104, electric power is supplied to the motor 32 through the power supply line to which the other relay switch belongs. Thereby, even when it takes time to detect disconnection of one relay switch, it is possible to supply power by the power supply line to which the other relay switch belongs, and it is possible to ensure power supply redundancy.

  The present invention has been described above based on the embodiment. It should be understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present invention.

  In the above-described embodiment, the case where the motor power supply circuit 100 is used as the power hydraulic pressure source of the brake control device has been described. However, the motor power supply circuit 100 is not limited to the brake control device and can be applied to various applications. is there.

  31 power hydraulic pressure source, 32 motor, 34 pump, 50 accumulator, 100 motor power supply circuit, 102 first relay switch, 104 second relay switch, 106 resistor, 108 first power supply line, 110 second power supply line.

Claims (5)

A motor power supply circuit capable of supplying power from a power supply to a motor in parallel through a first power supply line via a register and a second power supply line not via a register,
Motor monitoring means for detecting the operating status of the motor;
A first relay switch interposed in the first power line;
A second relay switch interposed in the second power line;
Either one of the first relay switch or the second relay switch is turned on, and the disconnection of the first relay switch or the second relay switch is detected based on the operating state of the motor detected at that time. Control means;
A motor power supply circuit comprising:   2. The control unit according to claim 1, wherein when the power supply from the power source to the motor is started, the control unit performs control to turn on the second relay switch after turning on the first relay switch. Motor power supply circuit.   The control means supplies electric power to the motor through a power line to which the other relay switch belongs while detecting disconnection of one of the first relay switch and the second relay switch. Item 3. The motor power supply circuit according to Item 1 or 2.   The control means stops power supply by the power supply line to which the one relay switch belongs after power supply by the power supply line to which the other relay switch belongs, and detects disconnection of the other relay switch. The motor power supply circuit according to claim 3. A pump driven by a motor;
An accumulator for accumulating the hydraulic pressure output from the pump;
A sensor for detecting an accumulator pressure which is a pressure in the accumulator;
The motor power supply circuit according to any one of claims 1 to 4, wherein power is supplied from a power source to the motor.
A power hydraulic pressure source comprising:
The control means of the motor power supply circuit turns off the first relay switch when the accumulator pressure becomes a first predetermined pressure, and the accumulator pressure becomes a second predetermined pressure higher than the first predetermined pressure. In this case, the power is controlled to turn off the second relay switch, and the disconnection of the second relay switch is detected based on the operating state of the motor detected after the first relay switch is turned off. Hydraulic source.

Images