JP7452289B2 - Control device - Google Patents

Description

The disclosure described in this specification relates to a control device that controls energization and disconnection of a switch provided between a battery and on-vehicle equipment.

As shown in Patent Document 1, a relay control device is known that controls maintaining and canceling a prohibition of shutting off a power storage device.

Patent No. 5688359

The battery ECU of the relay control device shown in Patent Document 1 prohibits the power storage device from being cut off even if the motor rotation speed is zero and the parking position is reached when the interlock connector installation signal changes from on to off while the electric vehicle is running. maintain. The battery ECU allows the power storage device to be shut off when the interlock connector attachment signal changes from off to on.

In this way, the battery ECU shown in Patent Document 1 determines whether to maintain or release the prohibition of shutting off the power storage device based on the interlock connector attachment signal while the electric vehicle is running. Therefore, if an abnormality occurs in the device (connection determination section) that outputs the interlock connector attachment signal, there is a concern that it will not be possible to determine (control) whether to maintain or release the prohibition of shutting off the power storage device.

An object of the present disclosure is to provide a control device that can control energization and cutoff even if an abnormality occurs in a connection determination unit.

A control device according to one aspect of the present disclosure includes a battery (210) mounted on an electric vehicle;
a switch (221) that controls energization and disconnection between the battery and the in-vehicle equipment (240, 250, 260);
a connection determination unit (270) that outputs connection information related to the electrical connection state between the driving power source and the battery included in the in-vehicle device;
a running sensor (283) that detects whether the electric vehicle is running or parked ;
An in-vehicle system (200) includes a battery, an in-vehicle device, and a contact sensor (281) that outputs contact information related to the possibility of contact between each of the paths (211, 212) electrically connecting these and a person. A control device comprising:
The connection determination unit controls the energization and disconnection of the switch based on the connection information and the state detected by the travel sensor in a normal state, and the connection determination unit controls the energization and disconnection of the switch based on the contact information and the state detected by the travel sensor in an abnormal state. to control the energization and de-energization of the switch.

According to this, even if the connection determination section (270) is in an abnormal state, the energization and cutoff of the switch (221) can be controlled.

To control the energization and disconnection of this switch (221), contact between the battery (210), the in-vehicle equipment (240, 250, 260), and the paths (211, 212) that electrically connect these with each other and a person is required. Probability-related contact information is used. Therefore, even if the connection determination unit (270) is in an abnormal state, by controlling the energization and disconnection of the switch (221) based on this contact information, the battery (210) through which power flows and the in-vehicle equipment (240) are controlled. , 250, 260) and the route (211, 212).

Note that the reference numbers in parentheses above merely indicate correspondence with the configurations described in the embodiments described later, and do not limit the technical scope in any way.

1 is a circuit diagram showing an in-vehicle system. FIG. 3 is a flowchart for explaining shutoff determination processing according to the first embodiment. 5 is a timing chart showing changes in the state of the in-vehicle system. 5 is a timing chart showing changes in the state of the in-vehicle system. 5 is a timing chart showing changes in the state of the in-vehicle system. 5 is a timing chart showing changes in the state of the in-vehicle system. 5 is a timing chart showing changes in the state of the in-vehicle system. 5 is a timing chart showing changes in the state of the in-vehicle system. FIG. 12 is a flow diagram for explaining shutoff determination processing according to the second embodiment.

Hereinafter, a plurality of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each form, parts corresponding to matters explained in the preceding form may be given the same reference numerals and redundant explanation may be omitted. When only a part of the configuration is described in each form, the other forms previously described can be applied to other parts of the structure.

It is possible to combine parts that are specifically indicated as possible in each embodiment. In addition, it is also possible to partially combine embodiments, embodiments and modifications, and modifications, even if it is not explicitly stated that combinations are possible, as long as there is no particular problem with the combination. be.

(First embodiment)
An in-vehicle system 200 including a control device 100 will be explained based on FIGS. 1 to 8. The in-vehicle system 200 is installed in an electric vehicle such as a hybrid vehicle or an electric vehicle.

<In-vehicle system>
As shown in FIG. 1, in addition to the control device 100, the in-vehicle system 200 includes a battery 210, an SMR 220, a precharge circuit 230, a power converter 240, a motor 250, an electric load 260, an interlock circuit 270, and an in-vehicle sensor 280. have. Control device 100 controls energization and disconnection of switches included in in-vehicle system 200 based on signals input from on-vehicle sensor 280 and sensors not shown and the results of communication with other in-vehicle control devices.

In the drawings, the control device 100 is expressed as ECU, the power converter 240 as INV, the motor 250 as MG, the electric load 260 as COMP, and the interlock circuit 270 as INL. SMR is an abbreviation for System Main Relay.

Battery 210 includes a plurality of battery cells electrically connected in series. As this battery cell, for example, a secondary battery such as a lithium ion battery can be used. An N bus bar 211 is connected to the negative electrode of the battery cell with the lowest potential among the plurality of battery cells electrically connected in series. A P bus bar 212 is connected to the positive electrode of the battery cell having the highest potential. A power conversion device 240 and an electric load 260 are electrically connected to these N bus bar 211 and P bus bar 212, respectively.

The SMR 220 includes a main switch 221 provided on each of the N bus bar 211 and the P bus bar 212. The main switch 221 is a normally closed electromagnetic relay. The main switch 221 is in an energized state when no excitation current is supplied, and is in an energized state when an excitation current is supplied.

The main switch 221 is provided between the battery 210 and the power converter 240 (electric load 260) in each of the N bus bar 211 and the P bus bar 212. Therefore, when main switch 221 becomes energized due to non-supply of excitation current, battery 210 is electrically connected to power converter 240 and electric load 260, respectively. When the main switch 221 is turned off by supplying the excitation current, the battery 210 is no longer electrically connected to the power converter 240 and the electric load 260.

The precharge circuit 230 includes a charging switch 231 and a charging resistor 232. The charging switch 231 and the charging resistor 232 are electrically connected in series to form a series circuit. One end of this series circuit is connected between main switch 221 and battery 210 in N bus bar 211 . The other end of the series circuit is connected between the main switch 221 and the power conversion device 240 (electric load 260) in the N bus bar 211. Thereby, the charging switch 231 and the charging resistor 232 are connected in parallel to the main switch 221 provided on the N bus bar 211.

The power conversion device 240 has a large-capacity smoothing capacitor and a power conversion circuit. One of the two electrodes of the smoothing capacitor is connected to the N bus bar 211. The other of the two electrodes is connected to the P bus bar 212.

Smoothing capacitors are used in a charged state when used in power conversion circuits. The smoothing capacitor is charged by power supplied from the battery 210. This power supply is performed by turning on the main switch 221 provided on the P bus bar 212 and the charging switch 231 of the precharge circuit 230, and turning off the main switch 221 on the N bus bar 211. Through such switch control, power is supplied from the battery 210 to the smoothing capacitor via the charging resistor 232. A sudden increase in power flowing from battery 210 to the smoothing capacitor is suppressed.

The power conversion circuit includes an inverter circuit. The inverter circuit has at least three phase circuits connected in parallel between N bus bar 211 and P bus bar 212. The phase circuit includes two switch elements connected in series and a free wheel diode connected antiparallel to each of these two switch elements.

Motor 250 is used to drive the electric vehicle. A midpoint between two switch elements included in the phase circuit is electrically connected to a stator coil included in the motor 250 . When the main switch 221 is energized, the switch elements included in each phase circuit are subjected to PWM control. This generates three-phase alternating current in the power conversion circuit. By supplying this three-phase alternating current to the stator coil, a three-phase rotating magnetic field is generated from the stator coil. The interaction between this three-phase rotating magnetic field and the magnetic field generated from the rotor of the motor 250 generates rotational torque in the rotor. This causes the motor 250 to enter the power running state. The electric vehicle becomes ready to run. Power converter 240 and motor 250 correspond to a driving power source.

Furthermore, when the motor 250 generates regenerative power using the rotational energy of the running wheels of the electric vehicle, the switch element is controlled to be in a cut-off state, for example. In this way, the AC power generated by regenerative power generation passes through the free wheel diode. The freewheeling diode converts AC power into DC power. This DC power is supplied to battery 210 and electric load 260. Note that the power conversion circuit may include a converter circuit that converts the voltage level of input power.

Electrical loads 260 include DC/DC converters and vehicle accessories. The DC-DC converter steps down the supplied DC power to 12V and supplies it to speakers, power windows, power steering devices, and the like. Vehicle accessories include, for example, heaters and air conditioners, and are driven by supplied DC power. A power converter 240, a motor 250, and an electric load 260 are included in the on-vehicle equipment.

Interlock circuit 270 detects the connection state between each of N bus bar 211 and P bus bar 212 and power conversion device 240. When at least one of N bus bar 211 and P bus bar 212 is not connected to power converter 240 , interlock circuit 270 outputs a low-level connection signal to control device 100 . When each of the N bus bar 211 and the P bus bar 212 is connected to the power conversion device 240, the interlock circuit 270 outputs a high-level connection signal to the control device 100. The interlock circuit 270 corresponds to a connection determination section. The connection signal corresponds to connection information.

In the following, a low-level connection signal will be referred to as a non-connection signal for ease of notation. A high-level connection signal is simply referred to as a connection signal.

The on-vehicle sensor 280 functions to detect various vehicle conditions. Various vehicle states detected by the plurality of sensors included in the on-vehicle sensor 280 include on-vehicle devices such as the battery 210 and power conversion device 240 through which high-voltage power flows, and paths such as the N bus bar 211 and the P bus bar 212. Contains information regarding potential human contact.

The plurality of sensors included in the on-vehicle sensor 280 can be roughly divided into two types, a first sensor 281 and a second sensor 282, depending on the height of the above-mentioned contact possibility included in the detected vehicle state. The probability of contact included in the vehicle state detected by the first sensor 281 is higher than the probability of contact included in the vehicle state detected by the second sensor 282.

The first sensor 281 corresponds to a contact sensor. The signal output from the first sensor 281 corresponds to contact information. The second sensor 282 corresponds to a warning sensor. The signal output from the second sensor 282 corresponds to warning information.

The first sensor 281 includes, for example, a hood sensor 281a and a suspension sensor 281b. The second sensor 282 includes, for example, a shift position sensor 282a, a seatbelt sensor 282b, and a door sensor 282c.

The vehicle-mounted sensor 280 includes a travel sensor 283 in addition to a first sensor 281 and a second sensor 282. The running sensor 283 has the function of detecting whether the electric vehicle is running or parked. The running state of the electric vehicle includes a state in which the electric vehicle is running and a state in which the electric vehicle is parked.

The travel sensor 283 includes, for example, a vehicle speed sensor 283a and a rotation angle sensor 284b. Signals output from the vehicle speed sensor 283a and the rotation angle sensor 284b correspond to driving information.

In the drawings, the hood sensor 281a is indicated as FS. The suspension sensor 281b is written as SS. The shift position sensor 282a is expressed as SPS. The seat belt sensor 282b is written as SBS. The door sensor 282c is written as DS. The vehicle speed sensor 283a is expressed as VSS. The rotation angle sensor 284b is expressed as RAS.

At least part of the on-vehicle equipment and paths through which high-voltage power flows, which are included in the on-vehicle system 200, are housed in front and rear rooms whose basic configuration is formed by the body of the electric vehicle. The opening of this room is then closed or opened by the hood. The hood sensor 281a has a function of detecting whether the hood is open or closed. The hood sensor 281a outputs a close signal when the hood is in a closed state that closes the opening, and outputs an open signal when the hood is in an open state that opens the opening.

If the opening of the room is blocked by closing the hood, it is possible to prevent humans from coming into contact with on-vehicle equipment or paths through which high-voltage power flows. However, if the hood is opened to open the room, the possibility of a person coming into contact with on-board equipment or paths through which high-voltage power flows increases. In this way, the close signal and open signal output from the hood sensor 281a include information regarding the possibility of contact.

In the following, in order to simplify the notation, in-vehicle devices and routes through which high-voltage power flows are collectively referred to as high-voltage devices.

The suspension sensor 281b detects the degree of extension of the suspension of the electric vehicle. The control device 100 determines whether the degree of suspension is in a normal state or in an extended state, based on the extension signal output from the suspension sensor 281b and the threshold value held by the control device 100.

Regardless of whether the state of the suspension is normal or abnormal, when the electric vehicle is placed on the road surface, the extension signal output from the suspension sensor 281b has a value lower than the threshold value. Regardless of whether the state of the suspension is normal or abnormal, when the electric vehicle is lifted off the road surface for vehicle inspection or the like, the extension signal output from the suspension sensor 281b has a value higher than the threshold value.

When electric vehicles are lifted off the road for vehicle inspections, the possibility of humans coming into contact with high-voltage equipment increases. In this way, the signal output from the suspension sensor 281b includes information regarding the possibility of contact.

Shift position sensor 282a detects whether the shift position of the electric vehicle indicates a running state or a non-running state. If the shift position is in a running state, the electric vehicle is moving or is in a state where it is easy to move, so the possibility of contact is low. However, in the case of a shift position in a non-driving state, the electric vehicle is in a state in which it is difficult to run independently, so the possibility of contact increases. In this way, the vehicle state detected by the shift position sensor 282a includes information regarding the possibility of contact.

Note that the shift position indicating the driving state includes a drive position, a reverse position, etc. Shift positions indicating a non-driving state include a neutral position, a parking position, etc.

The seat belt sensor 282b detects the wearing state of the seat belt. When the seat belt is in the fastened state, the user riding in the electric vehicle is in a state where it is difficult to move, so the possibility of contact is low. However, if the seat belt is not fastened, there is a possibility that the user riding in the electric vehicle is likely to get out of the vehicle, or there is a possibility that no one is riding in the electric vehicle and there is a user outside the vehicle. The possibility of contact increases depending on the actions of the user outside the vehicle. In this way, the vehicle state detected by the seat belt sensor 282b includes information regarding the possibility of contact.

The door sensor 282c detects the open/closed state of the door of the electric vehicle. For example, if the door of an electric vehicle that is in a running state remains closed, it can be assumed that a user is riding in the electric vehicle. Therefore, the possibility of contact can be considered low. However, when the door of an electric vehicle that has transitioned from a running state to a parked state changes from a closed state to an open state, the possibility of contact increases because the user who was riding the electric vehicle has stepped outside the electric vehicle. In this way, the vehicle state detected by the door sensor 282c includes information regarding the possibility of contact.

Vehicle speed sensor 283a detects the speed of the vehicle. The rotation angle sensor 284b detects at least one of the rotation speed of the running wheels and the rotation speed of the motor 250. The vehicle speed sensor 283a and the rotation angle sensor 284b function to detect whether the electric vehicle is running or parked. The running state of the electric vehicle includes a state in which the electric vehicle is running and a state in which the electric vehicle is parked.

<Control device>
The control device 100 controls the switches included in the in-vehicle system 200 based on the signals from the interlock circuit 270 and the in-vehicle sensor 280 described above, as well as signals from other sensors (not shown) and communication results with other in-vehicle control devices. Controls energization and shutoff.

The control device 100 turns on the main switch 221 provided on the P bus bar 212 and the charging switch 231 of the precharge circuit 230, respectively. Further, the control device 100 turns off the main switch 221 provided on the N bus bar 211. By doing so, the control device 100 charges the smoothing capacitor included in the power conversion device 240.

The control device 100 turns on the main switches 221 provided on each of the N bus bar 211 and the P bus bar 212. Further, the control device 100 turns the charging switch 231 into a cutoff state. By doing so, control device 100 electrically connects battery 210 to power converter 240 and electric load 260, respectively.

The control device 100 performs PWM control on the switch elements included in the power conversion device 240 while keeping the main switch 221 in an energized state. By doing so, the control device 100 powers the motor 250. Further, the control device 100 puts the switch element in a cut-off state, for example. By doing so, the control device 100 converts the AC power generated by the motor 250 into DC power.

Then, when the main switch 221 is in the energized state, the control device 100 performs a process for determining whether the main switch 221 in the energized state is cut off based on the outputs of the interlock circuit 270 and the on-vehicle sensor 280. This cutoff determination process will be explained in detail below.

<Shutoff judgment process>
The control device 100 executes the cutoff determination process shown in FIG. 2 when the main switch 221 is turned on and the electric vehicle is running. In FIG. 2, the start is indicated by S and the end is indicated by E.

Note that the control device 100 samples the signal output from the sensor at a predetermined period in parallel with the shutoff determination process shown in FIG. 2 . Hereinafter, in order to avoid complication of notation, the signals of various sensors sampled by the control device 100 will be collectively referred to as sensor signals, as necessary. The connection signal output by the interlock circuit 270 is also included in this sensor signal.

In step S10 shown in FIG. 2, the control device 100 determines whether or not the stability of the high voltage power supply in the in-vehicle system 200 is maintained based on the sensor signal. If it is determined that the stability of power supply is maintained, the control device 100 proceeds to step S20. If the control device 100 determines that the stability of power supply is decreasing, the control device 100 proceeds to step S30.

One indicator of the stability of power supply is the stability of the electrical connection between the battery 210 and the power converter 240 that controls the motor 250 that provides propulsion to the electric vehicle. This stability can be determined by the connection signal and disconnection signal output from the interlock circuit 270. However, if an abnormality occurs in the interlock circuit 270, its stability cannot be determined completely.

As described above, the interlock circuit 270 outputs a disconnection signal when at least one of the N bus bar 211 and the P bus bar 212 is disconnected from the power conversion device 240. The interlock circuit 270 outputs a connection signal when each of the N bus bar 211 and the P bus bar 212 is connected to the power conversion device 240.

Therefore, for example, when the electric vehicle is parked or stopped, if the N bus bar 211 and the P bus bar 212 are disconnected from the power conversion device 240 due to vehicle maintenance or the like, a disconnection signal is sent from the interlock circuit 270 to the control device 100. expected to be output.

When the electric vehicle is running by powering the motor 250, it is assumed that power is supplied from the battery 210 to the power conversion device 240 through the connection between the N bus bar 211 and the P bus bar 212 and the power conversion device 240, respectively. Therefore, when the electric vehicle is running by powering the motor 250, it is expected that the interlock circuit 270 will output a connection signal to the control device 100.

Conversely, if a disconnection signal is output from interlock circuit 270 while the electric vehicle is running due to power running of motor 250, there is a possibility that an abnormality has occurred in interlock circuit 270. Alternatively, the connection state between each of the N bus bar 211 and the P bus bar 212 and the power conversion device 240 may be unstable.

Therefore, if the interlock circuit 270 outputs a connection signal when, for example, the rotational speed output from the rotation angle sensor 284b shows a finite value that is stable over time, the control device 100 ensures that the stability of power supply is maintained. It is judged that it is sagging. In this case, the control device 100 proceeds to step S20.

For example, if the interlock circuit 270 outputs a disconnection signal when the rotational speed output from the rotation angle sensor 284b shows a finite value that is stable over time, the control device 100 can reduce the stability of power supply. judge that it is. In this case, the control device 100 proceeds to step S30.

Note that when the electric vehicle is used, the interlock circuit 270 almost never outputs a disconnection signal. When the electric vehicle is used, it is an emergency situation that the interlock circuit 270 outputs a disconnection signal. The disconnection signal is output when the user turns off the ignition switch when the electric vehicle is not in use, or when inspecting the vehicle.

Therefore, in step S10, the control device 100 may simply proceed to step S20 when the connection signal is output from the interlock circuit 270, regardless of other sensor signals. The process may simply proceed to step S30 when the interlock circuit 270 outputs the disconnection signal.

Proceeding to step S20, the control device 100 determines whether the electric vehicle is parked or stopped based on the sensor signal. At the same time, control device 100 determines whether the ignition switch is off. If it is determined that the electric vehicle is parked or stopped and the ignition switch is off, the control device 100 proceeds to step S40. If it is determined that the electric vehicle is running or the ignition switch is on, the control device 100 returns to step S10.

In this manner, control device 100 maintains main switch 221 in the energized state when interlock circuit 270 is normal and a connection signal is output from interlock circuit 270 while the electric vehicle is running.

Proceeding to step S40, the control device 100 changes the main switch 221 from the energized state to the energized state. Then, the control device 100 ends the shutoff determination process.

In this way, the control device 100 changes the main switch 221 from the energized state to the cut-off state when the electric vehicle changes from a running state to a parked state and the ignition switch is turned off while the stability of the power supply is maintained. Make it. In other words, when the electric vehicle changes from a running state to a parked state when the connection signal is output from the interlock circuit 270 and the ignition switch is turned off, the control device 100 changes the main switch 221 to the energized state. to a shut off state.

Retracing the flow, when it is determined in step S10 that the stability of power supply has decreased and the process proceeds to step S30, the control device 100 determines whether or not the first sensor 281 is normal based on the sensor signal. do. If it is determined that the first sensor 281 is normal, the control device 100 proceeds to step S50. If it is determined that the first sensor 281 is abnormal, the control device 100 proceeds to step S60.

As described above, the first sensor 281 includes the hood sensor 281a and the suspension sensor 281b. The hood sensor 281a detects the open/closed state of the hood, which closes or opens the opening of the room in which at least a portion of the high voltage equipment is housed. The hood sensor 281a outputs a close signal when the opening of the room is closed, and outputs an open signal when the opening is open.

Therefore, for example, when the electric vehicle is parked or stopped and the opening is opened for vehicle maintenance or the like, it is expected that an open signal will be output from the hood sensor 281a to the control device 100.

Furthermore, it is assumed that the opening is in a closed state when the electric vehicle is running. Therefore, when the electric vehicle is running, it is expected that a close signal will be output from the hood sensor 281a to the control device 100.

Therefore, when the hood sensor 281a outputs a close signal when at least one of the vehicle speed and the rotation speed output from the vehicle speed sensor 283a and the rotation angle sensor 284b shows a finite value, the control device 100 controls the hood sensor 281a. It is judged to be normal. Conversely, if at least one of the vehicle speed and rotational speed output from the vehicle speed sensor 283a and the rotation angle sensor 284b shows a finite value, and the hood sensor 281a outputs an open signal, the control device 100 causes the hood sensor 281a to It is determined that an abnormality has occurred.

The suspension sensor 281b detects the degree of extension of the suspension of the electric vehicle. Regardless of whether the state of the suspension is normal or abnormal, when the electric vehicle is placed on the road surface, the extension signal output from the suspension sensor 281b has a value lower than the threshold value. Regardless of whether the state of the suspension is normal or abnormal, when the electric vehicle is lifted off the road surface for vehicle inspection or the like, the extension signal output from the suspension sensor 281b has a value higher than the threshold value.

Therefore, for example, when the vehicle speed output from the vehicle speed sensor 283a shows a finite value and the extension signal output from the suspension sensor 281b is lower than a threshold value, the control device 100 determines that the suspension sensor 281b is normal. Conversely, when the vehicle speed output from the vehicle speed sensor 283a shows a finite value and the extension signal output from the suspension sensor 281b is higher than the threshold value, the control device 100 determines that an abnormality has occurred in the suspension sensor 281b. do.

When the control device 100 determines that both the hood sensor 281a and the suspension sensor 281b included in the first sensor 281 are normal, the process proceeds to step S50. When the control device 100 determines that at least one of the hood sensor 281a and the suspension sensor 281b included in the first sensor 281 is abnormal, the process proceeds to step S60.

In other words, if the control device 100 determines that the close signal is output from the hood sensor 281a and the expansion/contraction signal output from the suspension sensor 281b is below the threshold value, the control device 100 proceeds to step S50. If the control device 100 determines that at least one of the following conditions holds true: the open signal is output from the hood sensor 281a, and the expansion/contraction signal output from the suspension sensor 281b exceeds the threshold value, the process proceeds to step S60.

Proceeding to step S50, the control device 100 determines whether the first cutoff condition is satisfied. If the first cutoff condition is satisfied, the control device 100 proceeds to step S70. If the first cutoff condition is not satisfied, the control device 100 returns to step S10.

Proceeding to step S70, the control device 100 determines whether the electric vehicle is in a parked or stopped state based on the sensor signal. If it is determined that the electric vehicle is in a parked or stopped state, the control device 100 proceeds to step S40. When determining that the electric vehicle is in a running state, control device 100 returns to step S10.

Success or failure of the first cutoff condition is determined based on a change in the output signal of at least one of the hood sensor 281a and suspension sensor 281b included in the first sensor 281.

When the output signal of the hood sensor 281a changes from a close signal to an open signal when the electric vehicle is parked or stopped, the control device 100 assumes that the opening of the room has become open and the possibility of contact has increased, and sets the first cutoff condition. It is determined that it has been established. When the extension signal of the suspension sensor 281b exceeds the threshold value when the electric vehicle is parked or stopped, the control device 100 considers that the possibility of contact for vehicle inspection has increased and determines that the first cutoff condition is satisfied.

Note that, as described above, the first cutoff condition is satisfied when the electric vehicle is parked or stopped. Therefore, if the first cutoff condition is satisfied, the control device 100 passes step S70 and proceeds to step S40. Then, the control device 100 changes the main switch 221 from the energized state to the energized state.

In order to explain the first cut-off condition in connection with the abnormal state of the first sensor 281, the first cut-off condition includes "when the electric vehicle is parked or stopped". However, after the first cutoff condition is satisfied, the control device 100 determines whether the electric vehicle is parked or stopped in step S70. Therefore, the first cutoff condition does not need to include "when the electric vehicle is parked or stopped."

In this case, the first cutoff condition is satisfied when the output signal of the hood sensor 281a changes from a close signal to an open signal, or when the extension signal of the suspension sensor 281b exceeds a threshold value. The first cutoff condition of this embodiment includes only the output changes of these first sensors 281.

Proceeding to step S60, the control device 100 determines whether the second cutoff condition is satisfied. If the second cutoff condition is satisfied, the control device 100 proceeds to step S70. If the second cutoff condition is not satisfied, the control device 100 returns to step S10.

The success or failure of the second cutoff condition is determined based on a change in the output signal of at least one of the shift position sensor 282a, seatbelt sensor 282b, and door sensor 282c included in the second sensor 282.

The second cutoff condition includes at least one of the following state changes detected by each sensor. A change from the driving position to the non-driving position was detected by the shift position sensor 282a. The seatbelt sensor 282b detected a change from wearing the seatbelt to not wearing the seatbelt. A change from the closed state to the open state was detected by the door sensor 282c.

The second cutoff condition of this embodiment includes a non-driving position.

<Timing chart>
Next, temporal changes in the in-vehicle system 200 will be explained based on FIGS. 3 to 8. The drawing shows, from the top, the stability of power supply, and changes over time in the states of the hood sensor 281a, the suspension sensor 281b, and the first sensor 281. Next, changes over time of the vehicle speed sensor 283a, shift position sensor 282a, seatbelt sensor 282b, door sensor 282c, and main switch 221 are shown.

Note that in the drawings, the stability of power supply is expressed as SPS. The state of the first sensor 281 is expressed as FSS. The main switch 221 is written as MS. The time is written as T.

In addition, normal is expressed as NOR. Abnormalities are expressed as ABN. Closed is written as CL. Open is written as OP. below is written as LO. "BE" means "beyond". Driving is written as DR. Stops are indicated as ST. The driving position is written as DP. The non-driving position is written as NDP. The installation is indicated as IS. Not installed is written as NIS. The energized state is indicated as PW. The block is written as BL.

At time t0 shown in FIG. 3, the stability of power supply is normal. The hood sensor 281a is outputting a close signal. The expansion/contraction signal of the suspension sensor 281b is below the threshold value. The state of the first sensor 281 is normal. Vehicle speed sensor 283a indicates the vehicle speed is greater than zero. Although not shown, the rotation angle sensor 284b indicates a rotation speed greater than zero. The shift position sensor 282a detects the driving position. The seatbelt sensor 282b detects whether the seatbelt is being worn. Door sensor 282c detects the closed state. The main switch 221 is in a energized state due to no supply of excitation current.

As described above, at time t0, the electric vehicle is placed on the road surface, and the opening of the room in which the high voltage equipment is housed is closed with the hood. A user riding in an electric vehicle is wearing a seatbelt with the door closed. By maintaining the stability of the power supply and turning on the main switch 221, power is supplied from the battery 210 to the power conversion device 240, and the electric vehicle is driven by the power running of the motor 250.

From time t0 to time t1, the stability of power supply becomes abnormal. Such an abnormality determination is made based on the output of the interlock circuit 270 as explained based on FIG. After this, the control device 100 determines whether or not the first sensor 281 is abnormal. As long as the control device 100 continues to determine that there is no abnormality in the first sensor 281, it determines whether the main switch 221 is shut off based on the output of the first sensor 281, not just the output of the second sensor 282.

At time t2, the vehicle speed becomes zero. At the same time, the rotation speed detected by the rotation angle sensor 284b becomes zero. At this time, the control device 100 determines that the electric vehicle has transitioned from a running state to a parked/stopped state.

At time t3, the shift position changes from the driving position to the non-driving position. At time t4, the seatbelt changes from the running state to the unfastened state. At time t5, the door changes from the closed state to the open state. At time t6, the door changes from the open state to the closed state.

Changes in the vehicle condition that occur during these times t3 to t6 are detected by the second sensor 282. The control device 100 determines that no abnormality has occurred in the first sensor 281 from time t3 to t6. For this reason, the control device 100 does not determine whether the main switch 221 is shut off based on the output of the second sensor 282, and maintains the energized state.

At time t7, the hood becomes open. An open signal is output from the hood sensor 281a to the control device 100. At this time, the control device 100 determines that the first cutoff condition is satisfied. Then, the control device 100 changes the main switch 221 from the energized state to the energized state.

The timing chart shown in FIG. 4 differs from the timing chart shown in FIG. 3 in behavior after time t7. In the timing chart shown in FIG. 4, at time t7, the expansion/contraction signal of the suspension sensor 281b exceeds the threshold value. At this time, the control device 100 determines that the first cutoff condition is satisfied. The control device 100 changes the main switch 221 from the energized state to the energized state. The timing charts shown in FIGS. 3 and 4 shown above correspond to steps S10 to S50 in the cutoff determination process shown in FIG. 2.

In the timing chart shown in FIG. 5, an open signal is output from the hood sensor 281a at time t8 between time t0 and time t1. This indicates an emergency situation in which the hood opens when the electric vehicle is in a normal running state. Alternatively, it indicates a failure of the hood sensor 281a. At this time, the control device 100 determines that an abnormality has occurred in the first sensor 281.

From time t8 to time t1, the stability of power supply becomes abnormal. At this point, the control device 100 determines that the stability of the power supply has decreased and that an abnormality has occurred in the first sensor 281. For this purpose, the control device 100 decides to perform a cutoff determination of the main switch 221 based on the output of the second sensor 282.

At time t3, the shift position becomes the non-driving position. At this time, the control device 100 determines that the electric vehicle is in a parked or stopped state and that the second cutoff condition is satisfied, and changes the main switch 221 from the energized state to the cutoff state.

The timing chart shown in FIG. 6 differs from the timing chart shown in FIG. 5 only in the behavior of the hood sensor 281a and suspension sensor 281b after time t8. In the timing chart shown in FIG. 6, at time t8, the expansion/contraction signal of the suspension sensor 281b exceeds the threshold value. Since the electric vehicle is in a running state, the expansion/contraction signal is not expected to exceed the threshold value. Therefore, the control device 100 determines that an abnormality has occurred in the suspension sensor 281b of the first sensor 281 at this time.

From time t8 to time t1, the control device 100 determines that the stability of power supply decreases and that an abnormality has occurred in the first sensor 281. Then, the control device 100 determines that the second cutoff condition is satisfied at time t3, and changes the main switch 221 from the energized state to the cutoff state.

Note that the second cutoff condition may include not wearing a seatbelt in addition to the non-driving position. In this case, as shown in FIG. 7, the second cutoff condition is satisfied at time t4, and the main switch 221 enters the cutoff state.

In addition to the non-driving position and not wearing a seatbelt, the second cutoff condition may also include an open door. In this case, as shown in FIG. 8, the second cutoff condition is satisfied at time t5, and the main switch 221 enters the cutoff state. The timing charts shown in FIGS. 5 to 8 shown above correspond to steps S10 to S40 and S60 in the shutoff determination process shown in FIG. 2.

<Effect>
When the stability of power supply decreases due to an abnormality in the interlock circuit 270 while the electric vehicle is running, the control device 100 controls energization and cutoff of the main switch 221 based on the outputs of the first sensor 281 and the running sensor 283.

According to this, even if the interlock circuit 270 is in an abnormal state, it is possible to determine whether the main switch 221 is energized or not. Furthermore, whether the main switch 221 is energized or cut off is determined using the output of the first sensor 281 that detects the vehicle condition including information related to the possibility of contact between high-voltage equipment and a person. This prevents people from coming into contact with high-voltage equipment even if the stability of power supply is reduced.

If the stability of power supply decreases due to an abnormality in the interlock circuit 270 and an abnormality occurs in the first sensor 281, the control device 100 switches the main switch 221 based on the outputs of the second sensor 282 and the running sensor 283. Controls energization and interruption.

According to this, even if the interlock circuit 270 and the first sensor 281 are each in an abnormal state, it is possible to determine whether the main switch 221 is energized or not. Furthermore, whether to energize or cut off the main switch 221 is determined using the output of the second sensor 282 that detects the state of the vehicle, including information related to the possibility of contact between a high voltage device and a person. Therefore, even if the stability of power supply is reduced and an abnormality occurs in the first sensor 281, a person is prevented from coming into contact with the high voltage equipment.

As clearly shown in FIG. 2, when the stability of power supply decreases, the control device 100 maintains the first cutoff condition based on the output of the first sensor 281 even if the electric vehicle changes from a running state to a parked state. Unless the condition is established, the main switch 221 is maintained in the energized state. If the stability of the power supply decreases and an abnormality occurs in the first sensor 281, the control device 100 performs a second shutoff based on the output of the second sensor 282 even if the electric vehicle changes from a running state to a parked or stopped state. The main switch 221 is maintained in the energized state unless the condition is met.

According to this, when an electric vehicle temporarily changes from a running state to a parked/stopped state, the main switch 221 is turned off even though the possibility of contact between high voltage equipment and a person is not increased. This can be avoided. This prevents the electric vehicle from becoming unable to run due to the main switch 221 being shut off.

Further, when the stability of power supply decreases, the control device 100 maintains the main switch 221 in the energized state as long as the electric vehicle does not change from the running state to the parked or stopped state, regardless of whether the first cutoff condition is satisfied or not. When the stability of the power supply decreases and an abnormality occurs in the first sensor 281, the control device 100 switches the main switch off as long as the electric vehicle does not change from the running state to the parked state, regardless of whether the second cutoff condition is satisfied or not. 221 is kept energized.

According to this, the main switch 221 is prevented from entering the cut-off state due to the establishment of the first cut-off condition or the second cut-off condition while the electric vehicle is running. This prevents the electric vehicle in a running state from becoming unable to run due to shutting off of the main switch 221. This prevents electric vehicles from stopping at unintended locations such as intersections.

(Second embodiment)
Next, a second embodiment will be described based on FIG. 9.

In the first embodiment, some of the plurality of sensors included in the in-vehicle sensor 280 are roughly divided into two types, a first sensor 281 and a second sensor 282, depending on the high possibility of contact included in the detected vehicle state. An example is shown below. An example has been shown in which the control device 100 determines whether to shut off the main switch 221 based on the outputs of the first sensor 281 and the running sensor 283 when the safety of power supply is not maintained. An example is shown in which the control device 100 determines whether to shut off the main switch 221 based on the outputs of the second sensor 282 and the running sensor 283 when the safety of power supply is not maintained and the first sensor 281 is abnormal. Ta.

On the other hand, in this embodiment, some of the plurality of sensors included in the vehicle-mounted sensor 280 are not classified according to the height of the possibility of contact. Then, the control device 100 determines whether to turn off the main switch 221 based on the output of the on-vehicle sensor 280 if the safety of power supply is not maintained.

The control device 100 of this embodiment executes the shutoff determination process shown in FIG. 9 . The difference from the shutoff determination process shown in FIG. 2 is that the control device 100 performs step S80 instead of step S30, step S50, and step S60.

If it is determined in step S10 that the stability of power supply has decreased, the control device 100 proceeds to step S80.

Proceeding to step S80, the control device 100 determines whether a cutoff condition is satisfied based on the output of the on-vehicle sensor 280. This cutoff condition includes at least one of the first cutoff conditions and at least one of the second cutoff conditions shown in the first embodiment. That is, the shutoff conditions include at least one of an abnormality in the hood sensor 281a, an abnormality in the suspension sensor 281b, a non-driving position, a seatbelt not being worn, and an open door.

If it is determined in step S80 that the cutoff condition is satisfied, the control device 100 proceeds to step S70. If it is determined in step S70 that the electric vehicle is parked or stopped based on the output of the on-vehicle sensor 280, the control device 100 proceeds to step S40. Proceeding to step S40, the control device 100 changes the main switch 221 from the energized state to the energized state.

According to this configuration, even if the stability of power supply decreases due to a failure of the interlock circuit 270 or the like, it is possible to control energization and interruption of the main switch 221.

Note that the control device 100 described in this embodiment includes the same components as the control device 100 described in the first embodiment. Therefore, it goes without saying that the control device 100 of this embodiment has the same effect as the control device 100 described in the first embodiment. Therefore, its description is omitted.

<Form of control device>
The control device 100 described in this embodiment may also be called an electronic control unit. The control device 100 or the control system can be provided by (a) a plurality of logics called if-then-else logic, or (b) a trained model tuned by machine learning. A trained model tuned by machine learning is provided by, for example, an algorithm in the form of a neural network.

Control device 100 is provided by a control system including at least one computer. A control system may include multiple computers linked by data communication devices. A computer includes at least one processor that is hardware (hardware processor). The hardware processor can be provided by (i), (ii), or (iii) below.

(i) A hardware processor may be at least one processor core that executes a program stored in at least one memory. In this case, the computer is provided by at least one memory and at least one processor core. The processor core is called a CPU, GPU, RISC-CPU, etc. CPU is an abbreviation for Central Processing Unit. GPU is an abbreviation for Graphics Processing Unit. Memory is also called a storage medium. Memory is a non-transitory and tangible storage medium that non-temporarily stores "at least one of a program and data" readable by a processor. The storage medium is provided by a semiconductor memory, a magnetic disk, an optical disk, or the like. A program may be distributed alone or as a storage medium in which the program is stored.

(ii) The hardware processor may be a hardware logic circuit. In this case, the computer is provided by a digital circuit containing a large number of programmed logic units (gate circuits). Digital circuits are also called logic circuit arrays, such as ASICs, FPGAs, PGAs, CPLDs, etc. ASIC is an abbreviation for Application-Specific Integrated Circuit. FPGA is an abbreviation for Field Programmable Gate Array. PGA is an abbreviation for Programmable Gate Array. CPLD is an abbreviation for Complex Programmable Logic Device. Digital circuits may include memory that stores programs and/or data. Computers may be provided by analog circuits. Computers may be provided with a combination of digital and analog circuits.

(iii) The hardware processor may be a combination of (i) and (ii) above. (i) and (ii) are placed on different chips or on a common chip. In these cases, part (ii) is also called an accelerator.

The control device 100, the signal source, and the controlled object provide various elements. At least some of those elements can be called blocks, modules, or sections. Moreover, the elements included in the control system are called functional means only if they are intentional.

The control device 100 and techniques thereof described in this disclosure are implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be realized. Alternatively, the controller 100 and techniques described in this disclosure may be implemented by a special purpose computer provided by a processor configured with one or more dedicated hardware logic circuits. Alternatively, the control device 100 and techniques described in this disclosure may include a processor configured with a processor and memory and one or more hardware logic circuits programmed to perform one or more functions. It may be realized by one or more dedicated computers configured by a combination of the following. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

Although the present disclosure has been described based on examples, it is understood that the present disclosure is not limited to the examples or structures. The present disclosure also includes various modifications and equivalent modifications. In addition, although various combinations and configurations are shown in the present disclosure, other combinations and configurations that include only one element, more, or less elements also fall within the scope and spirit of the present disclosure. It is something.

DESCRIPTION OF SYMBOLS 100... Control device, 200... Vehicle system, 210... Battery, 211... N bus bar, 212... P bus bar, 221... Main switch, 240... Power converter, 250... Motor, 260... Electric load, 270... Interlock circuit, 281...first sensor, 281a...hood sensor, 281b...suspension sensor, 282...second sensor, 282a...shift position sensor, 282b...seat belt sensor, 282b...door sensor, 283...driving sensor, 283a...vehicle speed sensor, 283b... rotation angle sensor

Claims (5)

A battery (210) mounted on an electric vehicle,
a switch (221) that controls energization and disconnection between the battery and the on-vehicle equipment (240, 250, 260);
a connection determination unit (270) that outputs connection information related to an electrical connection state between a driving power source included in the vehicle-mounted device and the battery;
a running sensor (283) that detects whether the electric vehicle is running or parked ;
An in-vehicle system (200) comprising a contact sensor (281) that outputs contact information related to the possibility of contact between the battery, the in-vehicle device, and a path (211, 212) that electrically connects these with a person. ), which is a control device included in
The connection determination unit controls energization and cutoff of the switch based on the connection information and the state detected by the travel sensor in a normal state, and controls the contact information and the travel sensor in an abnormal state. A control device that controls energization and disconnection of the switch based on a state detected by the switch. The in-vehicle system includes a warning sensor (282) that outputs warning information with a lower possibility of contact than the contact information,
The control device according to claim 1, wherein the connection determination unit controls energization and cutoff of the switch based on at least one of the contact information and the warning information and a state detected by the travel sensor in an abnormal state. The in-vehicle system includes a warning sensor (282) that outputs warning information with a lower possibility of contact than the contact information,
The control device according to claim 1, wherein the connection determination unit and the contact sensor each control energization and cutoff of the switch based on the warning information and the state detected by the travel sensor in an abnormal state. The warning sensors include a shift position sensor (282a) that indicates the shift position of the electric vehicle, a seat belt sensor (282b) that indicates the wearing state of the seat belt of the electric vehicle, and a door sensor that indicates the open/closed state of the door of the electric vehicle. The control device according to claim 2 or 3, wherein at least one of (282c) is included. A hood sensor (281a) that indicates an open/closed state of a hood that closes an opening of a room in which the battery, the in-vehicle equipment, and at least a portion of the route are housed, and detects the length of the suspension of the electric vehicle. The control device according to any one of claims 1 to 4, wherein at least one of the suspension sensors (281b) is included in the contact sensor.

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