WO2018116793A1 - Dispositif de commande embarqué - Google Patents

Dispositif de commande embarqué Download PDF

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Publication number
WO2018116793A1
WO2018116793A1 PCT/JP2017/043398 JP2017043398W WO2018116793A1 WO 2018116793 A1 WO2018116793 A1 WO 2018116793A1 JP 2017043398 W JP2017043398 W JP 2017043398W WO 2018116793 A1 WO2018116793 A1 WO 2018116793A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
power
module
battery
control unit
Prior art date
Application number
PCT/JP2017/043398
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English (en)
Japanese (ja)
Inventor
裕之 京條
裕 射延
暢晃 佐藤
Original Assignee
パナソニックＩｐマネジメント株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2017032605A external-priority patent/JP2018103972A/ja
Application filed by パナソニックＩｐマネジメント株式会社 filed Critical パナソニックＩｐマネジメント株式会社
Priority to DE112017006492.9T priority Critical patent/DE112017006492T5/de
Priority to CN201780077850.3A priority patent/CN110087934B/zh
Publication of WO2018116793A1 publication Critical patent/WO2018116793A1/fr
Priority to US16/409,011 priority patent/US11046200B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • This disclosure relates to an in-vehicle control device.
  • EV Electric Vehicle
  • PHEV Plug-in Hybrid Electric Vehicle
  • high-voltage batteries inverters that convert DC power from high-voltage batteries to power and motors
  • commercial AC power supplies A charger that converts power from an external power source to charge a high-voltage battery, a low-voltage battery (auxiliary battery) that supplies power to a vehicle auxiliary device, and a DC / DC converter that charges the auxiliary battery Etc. are mounted.
  • Each of these power modules is equipped with an electronic control unit attached to each of them.
  • These electronic control units include a vehicle control unit that performs overall control of each component of the vehicle, and specifications of a CAN (Controller Area Network) communication protocol.
  • CAN Controller Area Network
  • the present disclosure provides an in-vehicle control device that can eliminate restrictions on communication between a vehicle control unit and a vehicle module (particularly, a power module).
  • the vehicle-mounted control device of the present disclosure relays data communication between the vehicle ECU that generates a signal that commands the driving state of the vehicle and the vehicle module.
  • the in-vehicle control device has a first interface that communicates with the vehicle ECU and a second interface that communicates with the vehicle module.
  • the first interface is an interface based on the specification for communicating with the vehicle ECU
  • the second interface is an interface not based on the specification for communicating with the vehicle ECU.
  • FIG. 1 is a diagram illustrating an example of a configuration of a vehicle A according to the present embodiment.
  • the dotted line arrow in a figure represents transmission / reception of the signal between each part, and the continuous line represents the power line.
  • the vehicle A is, for example, an electric vehicle or a plug-in hybrid car, and includes a vehicle ECU (Electronic Control Unit) 10, a junction box 20, and a plurality of power modules (inverter module 30, battery module 40, charging module 50, auxiliary module). 60 (hereinafter also collectively referred to as “power modules 30 to 60”)).
  • vehicle ECU Electronic Control Unit
  • junction box 20 includes a plurality of power modules (inverter module 30, battery module 40, charging module 50, auxiliary module). 60 (hereinafter also collectively referred to as “power modules 30 to 60”)).
  • power modules 30 to 60 hereinafter also collectively referred to as “power modules 30 to 60”).
  • the vehicle ECU 10 is a vehicle control unit that comprehensively controls each part of the vehicle A.
  • the vehicle ECU 10 includes an operation control unit 10a and an interface unit (hereinafter referred to as I / F unit) 10b.
  • the operation control unit 10a generates a command signal to cause each of the power modules 30 to 60 to perform a desired operation.
  • the operation control unit 10a includes, for example, a drive command function for issuing an inverter drive command signal corresponding to the required torque, a charge command function for issuing a charger operation command signal to charge the high voltage battery 41, and an auxiliary battery 61.
  • a drive command function for issuing an inverter drive command signal corresponding to the required torque
  • a charge command function for issuing a charger operation command signal to charge the high voltage battery 41
  • an auxiliary battery 61 On the other hand, it has a DC / DC command function for issuing a DC / DC converter operation command signal for charging, a quick charge command function for issuing a quick charge command for charging the high voltage battery 41 from the external quick charge facility S2, and the like.
  • the command signal generated by the operation control unit 10a includes, for example, an operation instruction and a stop instruction to the power modules 30 to 60. Further, the command signal includes details of the operation of the power modules 30 to 60 to be operated (for example, the amount of charging power for the charging module 50).
  • the I / F unit 10b of the vehicle ECU 10 performs data communication with the I / F unit 22b of the relay device 22.
  • the I / F unit 10b transmits the command signal to the I / F unit 22b of the relay device 22 in response to the operation control unit 10a generating the command signal.
  • the inverter module 30 includes an inverter circuit 31 and an electronic control unit 32 that controls the inverter circuit 31.
  • the inverter circuit 31 converts DC power received from the high voltage battery 41 or the like into AC power and supplies the AC power to the motor 34. Further, when the motor 34 is performing a regenerative operation, the inverter circuit 31 converts the regenerative power sent from the motor 34 into DC power and sends it to the high voltage battery 41 or the like.
  • the inverter circuit 31 is connected to the junction box 20 via the power line L1, and is configured to exchange power with other power modules via the junction box 20.
  • the electronic control unit 32 transmits data between the inverter control unit (INV control unit) 32a that controls switching of the inverter circuit 31 and the I / F unit 22c of the relay device 22 so that the motor 34 performs a desired operation. And an I / F unit 32b that performs communication.
  • the battery module 40 includes a high voltage battery 41 and an electronic control unit 42 that controls the high voltage battery 41.
  • the high voltage battery 41 sends DC power to the inverter circuit 31 or the like when performing a discharging operation, and receives DC power from the charger 51 or the like when performing a charging operation.
  • the high voltage battery 41 is connected to the junction box 20 via the power line L ⁇ b> 2 and configured to exchange power with other power modules via the junction box 20.
  • the electronic control unit 42 includes a battery control unit 42 a that monitors the state of the high voltage battery 41 and an I / F unit 42 b that performs data communication with the I / F unit 22 d of the relay device 22.
  • the charging module 50 includes a charger 51 and an electronic control unit 52 that controls the charger 51.
  • the charger 51 converts AC power supplied from an external power supply S1 outside the vehicle (for example, a single-phase 100V or single-phase 200V household power supply) and sends the DC power to the high voltage battery 41 or the like.
  • the charger 51 is connected to the junction box 20 through the power line L3, and is configured to exchange power with other power modules through the junction box 20.
  • the charger 51 includes, for example, an AC filter (ACF) 51a, a power factor correction circuit (PFC) 51b, a DC / DC converter (DCDC) 51c, and the like, and a charger controller (CHG controller) 52a. Controls the switching of the power factor correction circuit 51b and the DC / DC converter 51c.
  • ACF AC filter
  • PFC power factor correction circuit
  • DCDC DC / DC converter
  • CHG controller charger controller
  • the electronic control unit 52 includes a charger control unit 52a that controls switching of the charger 51, and an I / F unit 52b that performs data communication with the I / F unit 22e of the relay device 22.
  • the auxiliary machine module 60 includes a DC / DC converter 62 and an electronic control unit 63 that controls the DC / DC converter 62.
  • the auxiliary battery (auxiliary BAT) 61 is a battery having a lower voltage than the high voltage battery 41.
  • the DC / DC converter 62 steps down the power supplied from the high voltage battery 41 and charges the auxiliary battery 61.
  • the DC / DC converter 62 is connected to the junction box 20 via the power line L4, and is configured to exchange power with other power modules via the junction box 20.
  • the electronic control unit 63 is an I / F that performs data communication between a DC / DC converter control unit (DCDC control unit) 63 a that controls switching of the DC / DC converter 62 and an I / F unit 22 f of the relay device 22. Part 63b.
  • DCDC control unit DC / DC converter control unit
  • the electronic control units 32, 42, 52 and 63 described above include, for example, a microcomputer (hereinafter referred to as a microcomputer) including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. , Microcomputer) is used.
  • the functions of the control units 32a, 42a, 52a, and 63a included in each of the electronic control units 32, 42, 52, and 63 are, for example, control stored in a storage unit (not shown) included in a CPU (Central Processing Unit). This is realized by referring to programs and various data.
  • a DSP Digital Signal Processor
  • the junction box 20 accommodates the power lines L1 to L4 routed from each of the power modules 30 to 60, the power line L5 routed to connect to the external quick charging facility S2, and the like. Relay power exchange between 60.
  • the junction box 20 has an electric circuit switching circuit (SW) 21 to which the power lines L1 to L5 are connected, and the electric circuit switching circuit 21 switches the connection state between these power lines L1 to L5.
  • the electric circuit switching circuit 21 includes a relay, a fuse, a bus bar, and the like, and switches the connection state between these power lines L1 to L5 based on a control signal from the relay control unit 22a.
  • the junction box 20 includes a relay device 22 that relays data communication between the vehicle ECU 10 and each of the power modules 30 to 60.
  • the relay device 22 includes a relay control unit 22a, a first I / F unit 22b that communicates with the vehicle ECU 10, and second I / F units 22c to 22f that communicate with the respective electronic control units of the power modules 30 to 60. have.
  • the relay device 22 communicates with the I / F unit 32b of the inverter module 30 as the second I / F units 22c to 22f for communicating with the power modules 30 to 60, respectively.
  • the I / F unit 22f communicates with the 63b.
  • the first I / F unit 22b relies on specifications for communicating with the vehicle ECU 10, and conforms to the CAN communication protocol standard, for example.
  • the second I / F units 22c to 22f are interfaces based on specifications for communicating with the respective electronic control units of the power modules 30 to 60.
  • the second I / F units 22c to 22f are interfaces that do not depend on specifications for communicating with the vehicle ECU 10.
  • data that is different from the CAN communication protocol standard, or data that is different from the data transmitted and received by communication with the vehicle ECU 10 may be used even if the communication conforms to the CAN communication protocol standard.
  • the second I / F units 22c to 22f have the same specification, but may have different specifications.
  • Interface here means an input / output unit that performs data communication with other devices, and includes both or any of hardware elements such as connection terminals and software elements such as signal processing.
  • the “interface specification” includes a hardware element such as the number of pins of a connection terminal and / or a software element such as a data format or a signal processing procedure (the same applies hereinafter).
  • the relay control unit 22a performs signal conversion between the first I / F unit 22b and the second I / F units 22c to 22f. Specifically, the relay control unit 22a receives signals received via the first I / F unit 22b (for example, an inverter operation command signal, a charger operation command signal, a DC / DC converter operation command signal from the vehicle ECU 10). ) Is converted into a signal conforming to the specifications of the second I / F units 22c to 22f, and this signal is sent to each of the corresponding power modules 30 to 60 via the second I / F units 22c to 22f. To send.
  • signals received via the first I / F unit 22b for example, an inverter operation command signal, a charger operation command signal, a DC / DC converter operation command signal from the vehicle ECU 10.
  • the relay control unit 22a controls the electric circuit switching circuit 21 in accordance with a command signal from the vehicle ECU 10, and switches the connection state of the power lines L1 to L5 between the plurality of power modules 30 to 60.
  • the relay device 22 is configured by the above-described microcomputer or DSP and performs various signal processing.
  • the relay control unit 22a is based on various data and programs for performing signal conversion between the first I / F unit 22b and the second I / F units 22c to 22f, or a signal processing circuit. Realize the function.
  • the operation of the relay control unit 22a when the first I / F unit 22b receives a charger operation command signal from the vehicle ECU 10 will be described.
  • the relay control unit 22a converts the charger operation command signal into a signal conforming to the specification (specification of the second I / F unit 22e) when communicating with the charging module 50, and the second I / F. This charger operation command signal is transmitted to the charging module 50 via the F unit 22e. At this time, the relay control unit 22 a controls the electric circuit switching circuit 21 to electrically connect the charger 51 and the high voltage battery 41.
  • the charger control unit 52a of the charging module 50 acquires the charger operation command signal from the vehicle ECU 10 via the I / F unit 52b. Thereby, the charger control unit 52a causes the charger 51 to execute corresponding control. At this time, since the charger 51 and the high voltage battery 41 are electrically connected via the electric circuit switching circuit 21, the high voltage by the charger 51 is controlled under the control of the charger controller 52a. Charging the voltage battery 41 is executed.
  • the vehicle ECU 10 and the power modules 30 to 60 do not communicate directly but communicate via the relay device 22.
  • the relay device 22 (or the junction box 20 having the relay device 22). It becomes unnecessary to change each of the power modules 30 to 60.
  • the first I of the relay device 22 is adapted to correspond to the specification for communicating with the I / F unit 10b of the vehicle ECU 10.
  • / F unit 22b and relay control unit 22a are changed, while second I / F units 22c to 22f communicating with each of power modules 30 to 60 do not depend on the specifications of I / F unit 10b of vehicle ECU 10. Will not change.
  • both the hardware element and the software element can be considered.
  • the signal line standard changes (CAN communication protocol).
  • the standard line is changed to a dedicated signal line), the presence / absence of a specific signal line is changed (the number of buses is changed), the type of data exchanged with the signal line is changed, and the like.
  • the vehicle ECU 10 As described above, by using the relay device 22 according to the present embodiment, communication is performed between the vehicle ECU 10 and the power modules 30 to 60 regardless of the specifications of the interface on the vehicle ECU 10 side or the specifications of the interface on the power modules 30 to 60 side. It becomes possible to do. Therefore, the vehicle can be designed by freely combining the vehicle ECU 10 and the power modules 30 to 60 without being restricted by the communication means.
  • signal lines and abnormality detection lines routed to connect to the control system from each of the power modules 30 to 60 are shortened, and power consumption is reduced. This can contribute to a reduction in space and space saving.
  • the relay device 22 is more preferably disposed in the casing of the junction box 20. Thereby, for example, when a sensor (described later in the fourth embodiment) for monitoring the state of power transfer is provided in the relay device 22, the communication line between the relay device 22 and the sensor can be shortened. Superposed electromagnetic noise can be suppressed. This is useful because highly accurate detection is possible.
  • FIG. 2 is a diagram illustrating an example of a configuration of a vehicle A according to the second embodiment.
  • FIG. 2 is different from the first embodiment in that an auxiliary device 23 is newly provided in the junction box 20 and the relay device 22 includes an auxiliary device control unit 22g that controls the auxiliary device 23. To do. Note that description of configurations common to the first embodiment is omitted. Hereinafter, the same applies to other embodiments.
  • the auxiliary machine device 23 is a device that realizes an additional function of any one of the power modules 30 to 60, and is a device that differs depending on the vehicle type or the vehicle model. For example, a fan or the like for cooling the charger 51 is applicable. When the auxiliary device 23 is a fan, electric power is supplied from the auxiliary battery 61 to the fan.
  • the cooling method may vary depending on the output power. For example, the water cooling method is used when the output power is high, and the air cooling method is used when the output power is low.
  • the electronic control unit of the charging module 50 is usually used.
  • an auxiliary device 23 is provided attached to the junction box 20, and the auxiliary device control unit 22g of the relay device 22 is replaced with the electronic control unit of each of the power modules 30 to 60.
  • the operation of the auxiliary device 23 is controlled. That is, the auxiliary device control unit 22g functions as a controller of the auxiliary device 23.
  • the relay control unit 22a sends this command signal to each of the power modules 30 to 60 in response to a command signal from the vehicle ECU 10, and to the auxiliary device control unit 22g. Sends the same command signal.
  • the auxiliary device control unit 22g operates the auxiliary device 23 in accordance with the command signal.
  • the present embodiment if only the junction box 20 is changed, it is not necessary to change or develop each of the power modules 30 to 60 for each necessity of the auxiliary device 23.
  • the manufacturing cost can be suppressed.
  • the additional functions of the power modules 30 to 60 can be variously changed for each vehicle.
  • relay control unit 22a and the auxiliary device control unit 22g are described separately, but both the relay control unit 22a and the auxiliary device control unit 22g may be realized by a single microcomputer or DSP.
  • FIG. 3 is a diagram illustrating an example of a configuration of a vehicle A according to the third embodiment.
  • the relay device 22 according to the present embodiment is different from the relay device 22 according to the first embodiment in that it includes a charge / discharge control unit 22h.
  • the charge / discharge control unit 22h is a function of acquiring the charge state of the high voltage battery 41 and executing charge / discharge in the high voltage battery 41, and generates a command signal to be transmitted to the battery module 40 and the charge module 50.
  • This function is provided in the vehicle ECU 10 in the first embodiment, but in this embodiment, the relay device 22 mainly receives the command signal from the charge / discharge control unit 22h without receiving the command signal from the vehicle ECU 10. Generate.
  • the relay device 22 has a function related to control during parking
  • the vehicle ECU 10 has a function related to control during traveling.
  • the functions related to the control during parking include, for example, a charging command function for acquiring a charging state of the high voltage battery 41 and transmitting a charger operation command signal to the charging module 50, and a DC / DC according to the charging state of the auxiliary battery 61.
  • a DC / DC command function for transmitting a DC converter operation command signal to the auxiliary machine module 60, and a quick charge for communicating with the external quick charge facility S2 and charging the high voltage battery 41 by controlling the electric circuit switching circuit 21 Applicable to command functions.
  • the charging / discharging control unit 22h generates a command signal so as to realize the above function in the relay device 22.
  • the charger 51 is a bidirectional charging circuit capable of bi-directional power conversion, or when the power can be output from the vehicle A to the outside of the vehicle via the power line L5, the high voltage battery 41 is charged. It may include a vehicle discharge command function (V2H / V2G function) for acquiring a state and transmitting an operation command signal for the bidirectional charging circuit to the charging module 50 or generating a discharge command signal for controlling discharge power to the outside of the vehicle. .
  • V2H / V2G function vehicle discharge command function for acquiring a state and transmitting an operation command signal for the bidirectional charging circuit to the charging module 50 or generating a discharge command signal for controlling discharge power to the outside of the vehicle.
  • a drive command function for transmitting an inverter drive command signal corresponding to the accelerator required torque to the inverter module 30 is applicable.
  • the relay device 22 When the relay device 22 has the quick charge command function, the relay device 22 includes an I / F unit 22i for communicating with the external quick charge facility S2.
  • the charge / discharge control unit 22h communicates with the external quick charge facility S2 via the I / F unit 22i, generates a switching command signal for switching the electric circuit switching circuit 21, and generates a high voltage with the external quick charge facility S2.
  • the electric circuit switching circuit 21 is switched so that the battery 41 is electrically connected. Thereby, the high voltage battery 41 is charged with the electric power supplied from the external quick charging facility S2.
  • the relay device 22 has a part of the functions of the conventional vehicle ECU 10, so that the relay device can be used for charge control during parking. 22 and each of the power modules 30 to 60 (charging module 50, battery module 40).
  • each of the power modules 30 to 60 can be controlled without communication loss (delay), compared to the case where communication is performed between the vehicle ECU 10 and each of the power modules 30 to 60 via the relay device 22. It becomes possible.
  • the relay device 22 has a function related to control during parking, the processing load on the vehicle ECU 10 during parking is reduced, so that the vehicle ECU 10 can be in a low power consumption state, and the power consumption during parking can be reduced. Reduction is possible.
  • the relay device 22 can execute charge / discharge control (for example, a DC / DC command function) between the plurality of power modules 30 to 60 even during traveling.
  • charge / discharge control for example, a DC / DC command function
  • the relay device 22 according to the present embodiment instead of the vehicle ECU 10, it is also possible to comprehensively execute operation control of the power system. Therefore, the processing load on the vehicle ECU 10 can be reduced while the control system is complicated.
  • the relay device 22 manages each state of the power modules 30 to 60 in a built-in storage unit (not shown).
  • the communication between the vehicle ECU 10 and the inverter module 30 may be performed directly without using the relay device 22.
  • the vehicle ECU 10 is mainly responsible for the control during traveling, and the processing load on the relay device 22 during traveling can be reduced.
  • relay control unit 22a and the charge / discharge control unit 22h are described separately, but both the relay control unit 22a and the charge / discharge control unit 22h may be realized by one microcomputer or DSP.
  • FIG. 4 is a diagram illustrating an example of a configuration of a vehicle A according to the fourth embodiment.
  • the relay device 22 according to the present embodiment is different from the first embodiment in that it further includes a monitoring unit 22j.
  • the monitoring unit 22j acquires a detection signal from the sensor 24 that detects a current (or voltage) flowing through each of the power lines L1 to L5 provided in the junction box 20, and based on the detection signal, a plurality of power modules Monitor the power transfer status between 30-60.
  • the monitoring unit 22j When the monitoring unit 22j detects, for example, an abnormality in the power transfer state, the monitoring unit 22j generates an abnormality notification signal and notifies the relay control unit 22a of this abnormality. Then, when the relay control unit 22a receives the abnormality notification signal from the monitoring unit 22j, the relay control unit 22a notifies the corresponding power module and the vehicle ECU 10 of the occurrence of the abnormality. Moreover, the relay control part 22a controls the electric circuit switching circuit 21, and interrupts
  • the state of power transmission / reception among the plurality of power modules 30 to 60 is monitored, and the corresponding power module is quickly responded according to the state of power transmission / reception.
  • Can be controlled for example, an operation stop command).
  • relay control unit 22a and the monitoring unit 22j are described separately, but both the relay control unit 22a and the monitoring unit 22j may be realized by a single microcomputer or DSP.
  • FIG. 5 is a diagram illustrating an example of a configuration of a vehicle A according to the fifth embodiment.
  • the vehicle A according to the present embodiment has a main power line L6 to which the power lines L1 to L5 are connected in the electric circuit switching circuit 21, and a current sensor 25 that detects a current flowing through the main power line L6 and an application to the main power line L6.
  • the fourth embodiment is different from the fourth embodiment in that it includes a voltage sensor 26 that detects a voltage to be detected.
  • the relay control unit 22a and the monitoring unit 22j are described separately, but both the relay control unit 22a and the monitoring unit 22j may be realized by a single microcomputer or DSP.
  • the relay device 22 has a function related to control during parking, as in the third embodiment. Therefore, although the relay apparatus 22 has the charging / discharging control part 22h, the relay control part 22a and the charging / discharging control part 22h may be comprised by one microcomputer and DSP similarly to 3rd Embodiment. .
  • the power line L2 is connected to the main power line L6 via the relay 21a
  • the power line L3 is connected to the main power line L6 via the fuse 21b
  • the power line L5 is connected to the main power line via the fuse 21c and the relay 21d.
  • the power lines L1 and L4 are directly connected to the main power line L6.
  • power is exchanged between the power modules 30 to 60 via, for example, the main power line L6, switching control between the relay 21a and the relay 21d, and the power modules 30 to 60.
  • Each control switching control of the inverter circuit 31 of the inverter module 30, the charger 51 of the charging module 50, and the DC / DC converter 62 of the auxiliary device module 60) is performed.
  • the voltage sensor 26 is a sensor that detects a voltage applied to the main power line L6, and thereby detects a voltage applied to each of the power lines L1 to L5.
  • the current sensor 25 is a sensor that detects the current of the main power line L6.
  • the monitoring unit 22j acquires the detection signals of the voltage sensor 26 and the current sensor 25 at a predetermined timing (for example, at intervals of 0.1 seconds), as in the fourth embodiment.
  • the detection signal is transmitted to the relay control unit 22a.
  • the relay control unit 22a transmits the detection signal to the predetermined power modules 30 to 60 in response to receiving the detection signal from the monitoring unit 22j.
  • the relay control unit 22a may be configured to transmit to the transfer target power modules 30 to 60 set in the storage unit in advance.
  • the power lines L1 to L5 are connected to the main power line L6, and the current sensor 25 for detecting the current of the main power line L6 and the voltage sensor 26 for detecting the voltage applied to the main power line L6 are provided.
  • the current sensor 25 for detecting the current of the main power line L6 and the voltage sensor 26 for detecting the voltage applied to the main power line L6 are provided.
  • a voltage sensor that detects the output voltage of the charger 51 a voltage sensor that detects a voltage supplied from the external quick charging facility S2, and a voltage that detects a voltage input to the DC / DC converter 62 or the like. It is possible to collect all or part of the role of the sensor in a voltage sensor that detects a voltage applied to the main power line L6.
  • FIG. 6 is a diagram illustrating an example of a configuration of a vehicle A according to the sixth embodiment.
  • the main power line L6 is disposed in the electric circuit switching circuit 21 as in the fifth embodiment, while the DC / DC converter 62 is substituted for the current sensor 25 and the voltage sensor 26.
  • This is different from the fifth embodiment in that it includes a current sensor 27 that detects a current flowing through the power line L4.
  • the power line L3 of the charger 51 is connected to the power line L2 of the high-voltage battery 41 via the main power line L6 and the main power line L6. It is also connected to the power line L4 of the DC / DC converter 62 via the power line L6.
  • the charger 51 is connected to the high voltage battery 41 in order to shorten the charging time. It is preferable to increase the current supplied to the maximum current allowed by the high voltage battery 41 (hereinafter referred to as “maximum allowable current”).
  • the DC / DC converter 62 operates at the same time when the charger 51 outputs power so as to have a preset maximum allowable current, a part of the current supplied from the charger 51 is: The current is diverted to the DC / DC converter 62 side. As a result, the high voltage battery 41 is charged with a current smaller than the maximum allowable current, and the charging time may be prolonged.
  • the current sensor 27 that detects the current that is shunted to the power line L4 of the DC / DC converter 62 is provided, and the charger 51 outputs in consideration of this shunted current.
  • the current can be controlled.
  • the signal path for transmitting the detection signal of the current sensor 27 is the same as in the fourth embodiment. That is, in the relay device 22, the monitoring unit 22j acquires the detection signal of the current sensor 27 and transmits the detection signal to the electronic control unit 52 of the charging module 50 via the relay control unit 22a.
  • the electronic control unit 52 of the charging module 50 diverts the output current from the charger 51 to the preset maximum allowable current and the DC / DC converter 62 side.
  • the charger 51 is controlled so as to be an amount obtained by adding the current to be added.
  • the high voltage battery 41 when charging the high voltage battery 41, the high voltage battery 41 can be charged with the maximum allowable current even when the DC / DC converter 62 operates simultaneously. This makes it possible to reduce the charging time.
  • FIG. 7 is a diagram illustrating an example of a configuration of a vehicle A according to a modification of the sixth embodiment.
  • the current sensor 27 is configured to detect the current flowing through the power line L2 instead of the configuration detecting the current flowing through the power line L4.
  • the output current of the charger 51 is controlled so that the current value supplied to the high voltage battery 41 during the constant current charging becomes the maximum allowable current value.
  • the second I / F units 22c to 22f are interfaces that do not depend on the specifications for communicating with the vehicle ECU 10. For example, a different one from the CAN communication protocol standard is used.
  • the second I / F units 22c to 22f and the power modules 30 to 60 In the inter-communication it is less likely to be affected immediately and the security performance can be improved.
  • the relay device 22 (relay control unit 22a) can be used to stop the second I / F unit 22c. Communication between each of ⁇ 22f and each of the power modules 30 to 60 can be performed with a low security level, and as a result, development costs can be reduced.
  • FIG. 8 is a diagram illustrating an example of a configuration of a vehicle A according to the eighth embodiment.
  • the vehicle A according to the present embodiment is different from the third embodiment in that the relay device 22 further includes a control power supply unit 22k.
  • the control power supply unit 22k supplies operation power to the second I / F units 22c to 22i and the electronic control units 32, 42, 52, and 63.
  • the control power supply unit 22k supplies power to the second I / F units 22c to 22f and the electronic control units 32, 42, 52, and 63 in response to a command signal from the vehicle ECU 10 acquired by the relay control unit 22a. Do.
  • Each of the electronic control units 32, 42, 52, and 63 starts operating in response to the supply of operating power.
  • control power supply unit 22k is connected to each power supply target via control power lines 22ka to 22ki for sending DC power, and controls the voltage of the DC power sent to each of the control power lines 22ka to 22ki. And controlling the opening and closing of the electric circuit.
  • the specifications of the power supply to the electronic control units 32, 42, 52, and 63 differ depending on the vehicle type or the vehicle model. (For example, when constant power supply is required or when power supply is required only at startup), power supply suitable for each vehicle model or vehicle model is possible under the control of the control power supply unit 22k. It becomes.
  • the electronic control units 32, 42, 52, and 63 have a specification that is activated by the activation command signal from the vehicle ECU 10, the electronic control units 32, 42, 52, and 63 always receive the activation command signal. Standby power needs to be supplied.
  • the relay control unit 22a when the relay control unit 22a receives the start command signal from the vehicle ECU 10, the control power source unit 22k performs the necessary electronic control units 32, 42, and 52. And 63 can be configured to selectively supply power. As a result, unnecessary standby power (dark current) of the electronic control units 32, 42, 52 and 63 can be reduced.
  • relay control unit 22a and the monitoring unit 22j are described separately.
  • both the relay control unit 22a and the monitoring unit 22j may be realized by a single microcomputer or DSP.
  • the function of the relay control unit 22 a is described as being realized by a single microcomputer, but may be realized by a plurality of microcomputers.
  • the relay device 22 may be configured to communicate with a vehicle module of a vehicle auxiliary machine (for example, a compressor for an air conditioner, a battery heater, etc.) instead of or together with the power module.
  • the relay device 22 may be configured to have an interface (an interface that does not depend on the interface specification of the vehicle ECU 10) according to the specification for communicating with each vehicle module.
  • control device can be suitably used for a vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un dispositif de commande embarqué relayant une communication de données entre un bloc de commande électronique de véhicule, qui génère un signal pour ordonner un état de conduite d'un véhicule, et des modules de véhicule. Le dispositif de commande embarqué comprend une première interface pour la communication avec le bloc de commande électronique de véhicule et une seconde interface pour une communication avec les modules de véhicule. La première interface est une interface reposant sur des spécifications pour une communication avec la bloc de commande électronique de véhicule, et la seconde interface est une interface ne reposant pas sur les spécifications pour une communication avec le bloc de commande électronique de véhicule.
PCT/JP2017/043398 2016-12-22 2017-12-04 Dispositif de commande embarqué WO2018116793A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112017006492.9T DE112017006492T5 (de) 2016-12-22 2017-12-04 Bordsteuervorrichtung
CN201780077850.3A CN110087934B (zh) 2016-12-22 2017-12-04 车载控制装置
US16/409,011 US11046200B2 (en) 2016-12-22 2019-05-10 On-board control device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2016-249839 2016-12-22
JP2016249839 2016-12-22
JP2017032605A JP2018103972A (ja) 2016-12-22 2017-02-23 車載制御装置
JP2017-032605 2017-02-23

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US16/409,011 Continuation US11046200B2 (en) 2016-12-22 2019-05-10 On-board control device

Publications (1)

Publication Number Publication Date
WO2018116793A1 true WO2018116793A1 (fr) 2018-06-28

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Application Number Title Priority Date Filing Date
PCT/JP2017/043398 WO2018116793A1 (fr) 2016-12-22 2017-12-04 Dispositif de commande embarqué

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WO (1) WO2018116793A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003175781A (ja) * 2001-12-13 2003-06-24 Sumitomo Electric Ind Ltd 車両用電気接続箱及び車載ゲートウェイ
JP2013051745A (ja) * 2011-08-30 2013-03-14 Denso Corp 電力変換装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003175781A (ja) * 2001-12-13 2003-06-24 Sumitomo Electric Ind Ltd 車両用電気接続箱及び車載ゲートウェイ
JP2013051745A (ja) * 2011-08-30 2013-03-14 Denso Corp 電力変換装置

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