WO2022085673A1 - シフト装置および車両用電子制御ユニット - Google Patents

シフト装置および車両用電子制御ユニット Download PDF

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Publication number
WO2022085673A1
WO2022085673A1 PCT/JP2021/038567 JP2021038567W WO2022085673A1 WO 2022085673 A1 WO2022085673 A1 WO 2022085673A1 JP 2021038567 W JP2021038567 W JP 2021038567W WO 2022085673 A1 WO2022085673 A1 WO 2022085673A1
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WIPO (PCT)
Prior art keywords
power supply
supply path
motor
unit
voltage
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2021/038567
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English (en)
French (fr)
Japanese (ja)
Inventor
勝 松原
基史 三宅
一憲 ▲高▼木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Corp
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
Application filed by Aisin Corp filed Critical Aisin Corp
Priority to CN202180072193.XA priority Critical patent/CN116420305A/zh
Priority to US18/015,908 priority patent/US12247657B2/en
Priority to JP2022557553A priority patent/JP7380909B2/ja
Publication of WO2022085673A1 publication Critical patent/WO2022085673A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
    • F16H61/0006—Electronic control units for transmission control, e.g. connectors, casings or circuit boards
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/18—Controlling the angular speed together with angular position or phase
    • H02P23/183—Controlling the angular speed together with angular position or phase of one shaft without controlling the prime mover
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures
    • F16H2061/122—Avoiding failures by using redundant parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
    • H02P2201/07—DC-DC step-up or step-down converter inserted between the power supply and the inverter supplying the motor, e.g. to control voltage source fluctuations, to vary the motor speed

Definitions

  • the present invention relates to a shift device mounted on a vehicle and an electronic control unit for a vehicle.
  • a power supply control system used for brake-by-wire that controls a vehicle brake based on an electric signal is known.
  • Such a power supply control system is disclosed in, for example, Japanese Patent Application Laid-Open No. 2006-273046.
  • Japanese Patent Application Laid-Open No. 2006-273046 describes a pump and a motor that are driven by a first power source, a second power source, and power supplied from the first power source or the second power source, and operate a vehicle brake.
  • a power control system with an electrically actuating device is disclosed.
  • shift-by-wire As a by-wire system other than brake-by-wire that controls the brake of a vehicle based on an electric signal (a system that controls a controlled object based on an electric signal). Shift-by-wire is known. In shift-by-wire, the shift mechanism is driven and the shift position (shift range) is switched by controlling the motor drive circuit (switching unit) based on the electric signal to operate the motor. In such a shift-by-wire system, an auxiliary battery and a backup power source (fail-safe power source) are provided as a power source, and when an abnormality occurs in the auxiliary battery, power is supplied from the backup power source. It is configured in.
  • a motor system power supply path for supplying electric power (power supply) to the motor is provided.
  • electric power from the motor system power supply path is supplied to the source side or the drain side of the switching element included in the motor drive circuit (switching unit) that controls the operation of the motor, and the motor drive circuit. Power from the system power supply path is supplied to the gate side (gate drive circuit) and the control unit of the switching element included in the (switching unit).
  • the voltage of the motor system power supply path may increase due to the regenerative power of the motor.
  • the voltage of the motor system power supply path rises with respect to the voltage of the system system power supply path, it is caused by the potential difference between the power supplied to the switching unit and the power supplied to the gate drive circuit.
  • the output voltage of the gate drive circuit is insufficient with respect to the gate drive voltage required to drive the switching element included in the switching unit. That is, the gate drive voltage cannot be secured.
  • the switching unit that controls the operation of the motor cannot be driven.
  • the present invention has been made to solve the above-mentioned problems, and one object of the present invention is even when the voltage of the motor system power supply path rises with respect to the voltage of the system system power supply path. , To provide a shift device and an electronic control unit capable of driving a switching unit that controls the operation of a motor.
  • the shift device includes a switching unit that controls the operation of the motor that drives the speed change mechanism, a motor driver unit for driving the switching unit, and a motor driver unit.
  • the control unit is configured to be supplied with electric power via the buck-boost unit, and the motor driver unit is provided with a motor system power supply.
  • One of the electric power from the path and the electric power from the system power supply path is configured to be supplied based on the voltage.
  • the motor driver unit for driving the switching unit has the electric power from the motor system power supply path and the electric power from the system power supply path. Either one is supplied based on the voltage.
  • the electric power from the motor system power supply path is supplied to the motor driver unit, so that the electric power from the motor system power supply path is supplied to both the switching unit and the motor driver unit. Therefore, even if the voltage of the motor system power supply path that supplies power to the switching unit rises with respect to the voltage of the system power supply path that supplies power to the control unit, the voltage of the power supplied to the switching unit and the motor The voltage of the electric power supplied to the driver unit rises together.
  • the setting for shift switching control is written in the register inside the IC of the pre-driver IC. Be retained. However, if the supply of electric power (power supply) to the motor driver unit is stopped and the operation of the motor driver unit is stopped, the register setting is reset. Therefore, when the supply of electric power (power supply) to the motor driver unit is stopped, the setting of the register in the motor driver unit is reset, which causes an abnormality such as a problem in communication with the control unit.
  • the motor driver unit has either the electric power from the motor system power supply path or the electric power from the system system power supply path. Since one is supplied based on the voltage, even if an abnormality occurs in one of the power supply paths, power can be supplied to the motor driver unit from the other power supply path. As a result, even if an abnormality occurs in one of the power supply paths, the motor driver unit can continue to operate, so that the occurrence of an abnormality in the motor driver unit due to the reset of the motor driver unit can be prevented. can do.
  • the shift device is a shift-by-wire type vehicle shift device
  • the motor driver unit contains electric power from the motor system power supply path and electric power output from the buck-boost unit.
  • One of them is configured to be supplied based on the voltage.
  • the power from the motor system power supply path is supplied to the motor driver unit. It is configured.
  • the motor driver section when the first voltage of the motor system power supply path is higher than the second voltage output by the buck-boost section, the motor driver section is supplied with power from the motor system power supply path, so that the motor
  • the switching unit and the motor driver unit are supplied with the power of the first voltage from the motor system power supply path. Therefore, even if the first voltage of the motor system power supply path rises and the first voltage of the motor system power supply path becomes higher than the second voltage output by the buck-boost section, the switching section and the motor driver section Is supplied with the power of the first voltage from the motor system power supply path.
  • the voltage of the electric power supplied to the motor driver unit rises with the voltage of the electric power supplied to the switching unit. Therefore, the potential difference between the electric power supplied to the motor driver unit and the electric power supplied to the switching unit. Can be easily suppressed. As a result, even when the first voltage of the motor system power supply path becomes higher than the second voltage output by the buck-boost unit, the switching unit that controls the operation of the motor can be easily driven.
  • the power supply from the motor system power supply path is preferably supplied to the motor driver unit.
  • the power converted to the second voltage by the step-up / down section is supplied to the motor driver section. ..
  • the power converted to the second voltage by the buck-boost section is sent to the motor driver section. Since the electric power is supplied, the electric power can be continuously supplied to the motor driver unit even when the first voltage of the motor system power supply path drops due to a momentary interruption (a phenomenon in which the electric power supply is momentarily interrupted). As a result, even if the power supply from the motor system power supply path is stopped due to a momentary interruption or the like, the motor driver section can continue to operate, so that the motor driver section is reset. It is possible to prevent the occurrence of an abnormality more easily.
  • the motor system power supply path and the output side of the buck-boost unit are connected to each other via a diode, and the diode is provided in the motor system power supply path.
  • a diode and a second diode provided on the output side of the buck-boost section are included, and the motor driver section includes electric power from the motor system power supply path via the first diode and a second diode output from the buck-boost section.
  • One of the electric powers via the diode is configured to be supplied via a diode based on the voltage.
  • the diode or circuit can be configured by the first diode provided in the power supply path of the motor system and the second diode provided on the output side of the buck-boost section, so that the motor driver section can be configured. It is possible to switch the power supplied to the motor driver unit based on the level of the voltage without separately providing a switching circuit or the like for switching the power supplied to the motor driver. As a result, it is possible to suppress the complexity of the circuit configuration as compared with the case where a switching circuit for switching the power supplied to the motor driver unit is separately provided.
  • the current path is configured to branch into each of the motor system power supply path and the system system power supply path inside the device in order to supply power from the power source outside the device. ing.
  • the current path for supplying power from the power supply outside the device is different from the case where the current path is branched to each of the motor system power supply path and the system power supply path inside the device outside the device. It is not necessary to provide terminals for inputting electric power from an external power source corresponding to each of the motor system power supply path and the system system power supply path. As a result, it is possible to suppress an increase in the number of parts.
  • the vehicle electronic control unit in the second aspect of the present invention controls a switching unit that controls the operation of the motor, a motor driver unit for driving the switching unit, and a motor driver unit.
  • Control unit motor system power supply path that supplies power to the switching unit, system power supply path that supplies power to the control unit, and power supply that is provided in the system power supply path and is supplied from the system power supply path. It is equipped with a buck-boost unit that converts and outputs the voltage of One of the power from the power source and the power from the system power supply path is configured to be supplied based on the voltage.
  • the motor driver unit has either the electric power from the motor system power supply path or the electric power from the system system power supply path. It is supplied based on the voltage. As a result, the electric power from the motor system power supply path is supplied to the motor driver unit, so that the electric power from the motor system power supply path is supplied to both the switching unit and the motor driver unit.
  • the motor driver unit has either the electric power from the motor system power supply path or the electric power from the system system power supply path. Since one is supplied based on the voltage, even if an abnormality occurs in one of the power supply paths, power can be supplied to the motor driver unit from the other power supply path. As a result, even if an abnormality occurs in one of the power supply paths, the motor driver unit can continue to operate, so that the occurrence of an abnormality in the motor driver unit due to the reset of the motor driver unit can be prevented. It is possible to provide an electronic control unit for a vehicle that can be used.
  • the shift device according to the first aspect and the electronic control unit for a vehicle according to the second aspect may have the following configurations.
  • each of the motor system power supply path and the system system power supply path includes an auxiliary battery which is a power source for supplying electric power to the motor system power supply path and the system system power supply path.
  • the backup power supply which is a backup power supply for supplying power to the motor system power supply path and the system system power supply path
  • the path and the system power supply path are configured to be supplied with power from the auxiliary battery, and when an abnormality occurs in the auxiliary battery, the power to the motor system power supply path and the system power supply path is supplied.
  • the supply of is configured to switch from the supply from the auxiliary battery to the supply from the backup power supply.
  • the power from the auxiliary battery or backup power supply is supplied to the motor driver unit via the motor system power supply path, so that the power from the auxiliary battery or backup power supply passes through the motor system power supply path. It is supplied to both the switching unit and the motor driver unit via. Therefore, when or after the supply of power to the motor system power supply path and the system system power supply path is switched from the supply from the auxiliary battery to the supply from the backup power supply, the system system power supply path that supplies power to the control unit. Even if the voltage of the power supply path of the motor system that supplies power to the switching section rises with respect to the voltage of, both the voltage of the power supplied to the switching section and the voltage of the power supplied to the motor driver section rise. do.
  • the system power supply that supplies power to the control unit when or after the supply of power to the motor system power supply path and the system system power supply path is switched from the supply from the auxiliary battery to the supply from the backup power supply. Even when the voltage of the motor system power supply path that supplies electric power to the switching unit rises with respect to the voltage of the path, the switching unit that controls the operation of the motor can be driven.
  • the shift device 100 includes an ECU (Electronic Control Unit) unit 10 and an actuator unit 20.
  • the shift device 100 is mounted on a vehicle such as an automobile, and is mounted on the shift device 100 when an occupant (driver) performs a shift switching operation via a shift lever (or a shift switch) or when the vehicle is automatically driven.
  • electrical shift switching control for switching the shift position (shift range) is performed.
  • shift switching control is called shift-by-wire (SBW: Shift By Wire). That is, the shift device 100 according to the present embodiment is a shift-by-wire type shift device for vehicles.
  • the ECU unit 10 is an example of the "electronic control unit for a vehicle" in the claims.
  • the ECU unit 10 includes a motor system power supply path 1 and a system system power supply path 2.
  • the ECU unit 10 includes a motor drive circuit 3, a motor driver unit 4, a control unit 5, and a buck-boost unit 6.
  • the motor drive circuit 3 is an example of a "switching unit” in the claims.
  • the ECU unit 10 includes a motor rotation sensor 7 and an absolute angle sensor 8.
  • the ECU unit 10 is configured to receive a shift command signal by communication with a main electronic control unit (not shown) that controls the entire vehicle and perform shift switching control.
  • the motor system power supply path 1, the system system power supply path 2, the motor drive circuit 3, the motor driver unit 4, the control unit 5, the buck-boost unit 6, the motor rotation sensor 7, and the absolute angle sensor 8 are provided on the same circuit board. It is configured as an integrated unit (electronic control unit).
  • the actuator unit 20 includes a motor 21 and a speed change mechanism 22.
  • the motor 21 is a so-called three-phase motor and has a function of generating a driving force for driving the transmission mechanism 22. Further, the motor 21 drives the control shaft (manual shaft) 41 via the speed change mechanism 22 and the like.
  • the control shaft 41 is provided between the speed change mechanism 22 and the AT (Automatic Transmission) switching mechanism 42, and is configured to connect the speed change mechanism 22 and the switching mechanism 42.
  • the switching mechanism 42 is a mechanism for switching between the parking lock state and the parking lock release state.
  • the shift device 100 is configured to be supplied with electric power from an auxiliary battery 31 or a backup power source 32 outside the shift device 100.
  • the auxiliary battery 31 is a power source for supplying electric power to the motor system power supply path 1 and the system system power supply path 2 of the shift device 100 in a normal state.
  • the auxiliary battery 31 includes a lead storage battery.
  • the auxiliary battery 31 stores electric power generated by a generator (not shown) such as an alternator mounted on the vehicle.
  • the backup power supply 32 is a backup power supply for supplying power to the motor system power supply path 1 and the system system power supply path 2 of the shift device 100 when an abnormality occurs in the auxiliary battery 31.
  • the backup power supply 32 includes a lithium ion battery or a capacitor.
  • the shift device 100 when an abnormality occurs in the auxiliary battery 31, the power supply to the motor system power supply path 1 and the system power supply path 2 is supplied from the auxiliary battery 31 to the backup power supply 32. It is configured to switch to.
  • the motor system power supply path 1 is a path for supplying electric power (power supply) to the motor drive circuit 3.
  • the motor system power supply path 1 is a path for supplying the electric power output from the auxiliary battery 31 and the backup power supply 32 described above to the motor drive circuit 3.
  • the system power supply path 2 is a path for supplying electric power (power supply) to the control unit 5.
  • the system power supply path 2 is a path for supplying the power output from the auxiliary battery 31 and the backup power supply 32 described above to the control unit 5.
  • the motor drive circuit 3 is configured to control the operation of the motor 21 that drives the transmission mechanism 22.
  • the motor drive circuit 3 includes a switching element such as a MOSFET (Metal Oxide Semiconductor Field Transistor) or an IGBT (Insulated Gate Bipolar Transistor).
  • MOSFET Metal Oxide Semiconductor Field Transistor
  • IGBT Insulated Gate Bipolar Transistor
  • the motor drive circuit 3 is an inverter circuit composed of a total of six MOSFETs in which a pair (two) MOSFETs (switching elements) are provided corresponding to each of three phases (U phase, V phase, W phase). It is a motor-driven three-phase circuit including. Power is supplied from the motor system power supply path 1 to the source side or the drain side of the MOSFET (switching element).
  • the motor driver unit 4 is configured to drive the motor drive circuit 3.
  • the motor driver unit 4 includes a circuit (gate drive circuit) for driving the gate of the switching element included in the motor drive circuit 3, and is configured to output a gate drive signal to the motor drive circuit 3.
  • the motor driver unit 4 is, for example, a pre-driver IC including a gate drive circuit.
  • a setting (register setting) for shift switching control is written by the control unit 5 at the time of initialization (at startup) of the control unit 5. Be retained. Further, at the time of initialization of the control unit 5 (at the time of activation), software for shift switching control may be written in the motor driver unit 4 by the control unit 5.
  • the control unit 5 is configured to control the motor driver unit 4.
  • the control unit 5 is configured to output a control signal to the motor driver unit 4. That is, the control unit 5 is configured to control the operation of the motor 21 via the motor driver unit 4 and the motor drive circuit 3.
  • the control unit 5 includes a CPU (Central Processing Unit).
  • the control unit 5 is, for example, a microprocessor (microcomputer) including a CPU, a RAM (Read Only Memory), a ROM (Random Access Memory), an input / output interface for communicating with the outside, and the like.
  • the buck-boost unit 6 is provided in the system power supply path 2, and is configured to convert the power supplied from the system power supply path 2 into a predetermined voltage and output it.
  • the buck-boost unit 6 includes a first buck-boost section 61 and a second buck-boost section 62.
  • the buck-boost unit 6 (first buck-boost section 61 and second buck-boost section 62) includes a buck-boost DC / DC converter.
  • the buck-boost unit 6 is, for example, a power supply IC including a buck-boost DC / DC converter.
  • the first buck-boost unit 61 is configured to convert the electric power supplied from the system power supply path 2 into a voltage V2 and output it.
  • the second step-up / down unit 62 is configured to convert (step down) the electric power converted to the voltage V2 by the first step-up / down unit 61 into a voltage V3 lower than the voltage V2 and output the electric power.
  • the electric power converted into the voltage V2 by the buck-boost unit 6 (first buck-boost unit 61) is supplied to the motor driver unit 4 as Vdd. That is, electric power from the system power supply path 2 is supplied to the motor driver unit 4 via the buck-boost unit 6.
  • control unit 5, the motor rotation sensor 7, and the absolute angle sensor 8 are supplied with the electric power converted into the voltage V3 by the buck-boost section 6 (first buck-boost section 61 and second buck-boost section 62). That is, the power from the system power supply path 2 is supplied to the control unit 5 via the buck-boost unit 6.
  • the electric power converted into the voltage V3 by the buck-boost section 6 (first buck-boost section 61 and second buck-boost section 62) is supplied to the motor driver section 4 as Vcc.
  • the motor rotation sensor 7 is configured to detect (acquire) relative position information (relative angular displacement) of the rotational displacement of the rotor of the motor 21.
  • the motor rotation sensor 7 includes a magnetic rotation angle sensor IC, and detects relative position information (relative angular displacement) of the rotational displacement of the rotor of the motor 21 by a sensor magnet (magnet) (not shown) provided in the actuator unit 20. It is configured to (acquire).
  • the absolute angle sensor 8 is configured to detect (acquire) the absolute angle of the control shaft 41.
  • the absolute angle sensor 8 includes a non-contact Hall type absolute angle sensor.
  • the absolute angle sensor 8 may include a sensor other than the hole type absolute angle sensor.
  • the absolute angle sensor 8 may include, for example, a magnetic rotation angle sensor IC, and may be configured to detect (acquire) the angle of the control shaft 41 by a sensor magnet (magnet) (not shown).
  • a signal indicating the relative position information of the rotational displacement of the rotor of the motor 21 and the rotor rotation speed is transmitted (supplied) from the motor rotation sensor 7 to the control unit 5, and the absolute angle sensor 8 indicates the absolute angle of the control shaft 41.
  • the signal is supplied.
  • the control unit 5 switches based on the relative position information (relative angle displacement) of the rotor rotation displacement of the motor 21 detected by the motor rotation sensor 7 and the absolute angle of the control shaft 41 detected by the absolute angle sensor 8. It is determined whether the switching position of the mechanism 42 is the position of the parking lock state or the position of the parking lock release state.
  • Auxiliary battery 31 side (backup power supply 32 side) of the motor system power supply path 1 includes an auxiliary battery 31 and a backup power supply 32 provided outside the shift device 100, and a motor drive circuit 3 (motor system power supply path 1).
  • a relay unit 9 is provided for electrically disconnecting the battery.
  • the relay unit 9 includes a first relay 91 and a second relay 92. Further, in the present embodiment, each of the power supply path for supplying the electric power from the auxiliary battery 31 and the power supply path for supplying the electric power from the backup power supply 32 is branched outside the shift device 100. There is.
  • each of the electric power supplied from the auxiliary battery 31 and the electric power supplied from the backup power supply 32 goes to each of the motor system power supply path 1 and the system system power supply path 2 in the shift device 100 (ECU unit 10).
  • it is configured to be individually input to the shift device 100 (ECU unit 10).
  • the first relay 91 is configured to electrically disconnect the auxiliary battery 31 and the motor drive circuit 3 (motor system power supply path 1). Further, the second relay 92 is configured to electrically disconnect the backup power supply 32 and the motor drive circuit 3 (motor system power supply path 1).
  • the first relay 91 and the second relay 92 are switching circuits including, for example, MOSFETs.
  • the motor system power supply path 1 and the output side of the buck-boost unit 6 are connected to each other via a diode 11.
  • the diode 11 includes a diode 11a provided in the motor system power supply path 1 and a diode 11b provided on the output side of the buck-boost unit 6.
  • the diode 11a is an example of the "first diode” in the claims, and the diode 11b is an example of the "second diode” in the claims.
  • the motor driver unit 4 supplies electric power from either the motor system power supply path 1 or the output of the buck-boost unit 6 by a diode or circuit composed of the diode 11a and the diode 11b. It is configured to be able to receive.
  • a diode 12 for preventing backflow to the auxiliary battery 31 is provided in the system power supply path 2 between the buck-boost unit 6 and the auxiliary battery 31.
  • a diode 13 for preventing backflow to the backup power supply 32 is provided in the system power supply path 2 between the buck-boost unit 6 and the backup power supply 32.
  • the motor driver unit 4 is configured so that either one of the electric power from the motor system power supply path 1 and the electric power from the system system power supply path 2 is supplied based on the voltage. That is, the motor driver unit 4 is configured to be able to supply electric power from the motor system power supply path 1. In the present embodiment, the motor driver unit 4 is configured to supply either the electric power from the motor system power supply path 1 or the electric power output from the buck-boost unit 6 based on the voltage. ing. Further, the motor driver unit 4 drives the motor drive circuit 3 based on the electric power supplied from either the electric power from the motor system power supply path 1 or the electric power output from the buck-boost unit 6. It is configured as follows.
  • one of the electric power from the motor system power supply path 1 via the diode 11a and the electric power output from the buck-boost unit 6 via the diode 11b is the diode 11 based on the voltage. It is configured to be supplied via (diode 11a or 11b).
  • the electric power from the motor system power supply path 1 is passed through the diode 11a to the motor driver unit. It is configured to be supplied to 4.
  • the voltage V1 is an example of the "first voltage” in the claims
  • the voltage V2 is an example of the "second voltage” in the claims.
  • the motor driver unit 4 is configured to be supplied with the electric power of the voltage V1 from the motor system power supply path 1.
  • the electric power converted into the voltage V2 by the buck-boost unit 6 is passed through the diode 11b to the motor driver. It is configured to be supplied to the unit 4.
  • the case where the voltage V1 of the motor system power supply path 1 is lower than the voltage V2 output by the buck-boost unit 6 includes the case where the voltage V1 of the motor system power supply path 1 becomes 0V due to a momentary interruption or the like.
  • the power of the voltage V2 supplied from the system power supply path 2 and output from the first step-up / down unit 61 is configured to be supplied to the motor driver unit 4.
  • the auxiliary battery 31 and the backup power supply 32 are electrically separated from the motor drive circuit 3 (motor system power supply path 1) by the relay unit 9. It has been.
  • the motor driver unit 4 is configured to supply either the electric power from the motor system power supply path 1 or the electric power output from the buck-boost unit 6 based on the voltage. ing.
  • the motor driver unit 4 and the control unit 5 are used. Can be supplied with power supplied from the system power supply path 2 and output from the buck-boost unit 6.
  • the motor driver unit 4 for driving the motor drive circuit 3 of the shift device 100 includes the electric power from the motor system power supply path 1 and the system system power supply path 2.
  • One of the electric power from the (boost and pressure unit 6) is supplied based on the voltage.
  • the electric power from the motor system power supply path 1 is supplied to both the motor drive circuit 3 and the motor driver unit 4. Therefore, even if the voltage V1 of the motor system power supply path 1 that supplies electric power to the motor drive circuit 3 rises with respect to the voltage of the system system power supply path 2 that supplies electric power to the control unit 5, the electric power is supplied to the motor drive circuit 3.
  • the motor drive circuit 3 for controlling the above can be driven. That is, the ECU unit 10 can drive the motor drive circuit 3 and control the operation of the motor 21 even when the voltage V1 of the motor system power supply path 1 rises with respect to the voltage of the system system power supply path 2. can.
  • the motor driver unit 4 has either the electric power from the motor system power supply path 1 or the electric power from the system system power supply path 2 (boost and pressure unit 6). Is supplied based on the voltage, so that even if an abnormality occurs in one of the power supply paths, power can be supplied to the motor driver unit 4 from the other power supply path. As a result, even if an abnormality occurs in one of the power supply paths, the motor driver unit 4 can continue to operate, so that the abnormality of the motor driver unit 4 caused by the reset of the motor driver unit 4 can occur. It can be prevented from occurring.
  • either one of the electric power from the motor system power supply path 1 and the electric power output from the buck-boost unit 6 is based on the voltage. Will be supplied.
  • the electric power output from the buck-boost unit 6 is supplied to the motor driver unit 4, and the electric power supplied from the system power supply path 2 is supplied to both the motor driver unit 4 and the control unit 5.
  • a shift device 100 shift-by-wire type vehicle shift device
  • the motor driver unit 4 when the voltage V1 of the motor system power supply path 1 is higher than the voltage V2 output by the buck-boost unit 6, the motor driver unit 4 is connected to the motor system power supply path 1. Since power is supplied, when the voltage V1 of the motor system power supply path 1 is higher than the voltage V2 output by the buck-boost unit 6, the motor drive circuit 3 and the motor driver unit 4 are supplied with power from the motor system power supply path 1. The power of the voltage V1 is supplied.
  • the motor driver unit 4 can continue to operate, so that the motor caused by the reset of the motor driver unit 4 It is possible to more easily prevent the occurrence of an abnormality in the driver unit 4.
  • the diode or circuit can be configured by the diode 11a provided in the motor system power supply path 1 and the diode 11b provided on the output side of the buck-boost unit 6. Therefore, it is possible to switch the electric power supplied to the motor driver unit 4 based on the high and low voltage without separately providing a switching circuit or the like for switching the electric power supplied to the motor driver unit 4. As a result, it is possible to suppress the complexity of the circuit configuration as compared with the case where a switching circuit or the like for switching the power supplied to the motor driver unit 4 is separately provided.
  • the ECU unit 10 vehicle electronic control unit
  • the present invention is not limited to this.
  • the electronic control unit for a vehicle of the present invention may be used for a device other than a vehicle shift device as long as it is a device in which a potential difference is generated between the motor system power supply path and the system system power supply path.
  • control unit 5 is configured to be supplied with electric power via the buck-boost unit 6, but the present invention is not limited to this.
  • the control unit 5 is connected to the system power supply path 2 without going through the buck-boost unit 6 provided in the ECU unit 210. It may be configured to be powered.
  • the voltage V1 of the motor system power supply path 1 is higher than the voltage of the system system power supply path 2, the electric power from the motor system power supply path 1 is supplied to the motor driver unit 4, and the motor system power supply path 1 is supplied.
  • the ECU unit 210 is an example of the "electronic control unit for a vehicle" in the claims.
  • one of the electric power from the motor system power supply path 1 and the electric power output from the buck-boost unit 6 is supplied to the motor driver unit 4 based on the voltage.
  • the motor driver unit may be configured to simultaneously supply both the electric power from the motor system power supply path and the electric power output from the buck-boost unit.
  • the present invention is not limited to this.
  • the power supplied to the motor driver unit may be switched by separately providing a switching circuit or the like for switching between energization and cutoff of the power supply path based on the high and low voltage.
  • the power supply path for supplying the power from the backup power supply 32 is branched outside the shift device 100 (see FIG. 1), and the power supplied from the backup power supply 32 is the shift device 100 (see FIG. 1).
  • An example is shown in which the motor system power supply path 1 and the system system power supply path 2 in the ECU unit 10) are individually input to the shift device 100 (ECU unit 10), but the present invention is limited to this. I can't.
  • the power supply path for supplying power from the backup power supply 32 outside the shift device 300 is the shift device 300 (ECU unit 310).
  • the ECU unit 310 may be configured to branch into a motor system power supply path 1 and a system system power supply path 2.
  • the current path for supplying the power from the backup power supply 32 outside the shift device 300 becomes the motor system power supply path 1 and the system inside the shift device 300 outside the shift device 300.
  • the terminals for inputting the power from the backup power supply 32 outside the shift device 300 correspond to each of the motor system power supply path 1 and the system system power supply path 2. There is no need to provide it. As a result, it is possible to suppress an increase in the number of parts.
  • the ECU unit 310 is an example of the "electronic control unit for a vehicle" in the claims, and the backup power supply 32 is an example of the "power supply outside the device” in the claims.
  • the motor is driven with respect to the voltage of the system power supply path 2 that supplies electric power to the control unit 5 due to the regenerative power of the motor 21 or the like. Even when the voltage V1 of the motor system power supply path 1 that supplies electric power to the circuit 3 rises, the motor drive circuit 3 that controls the operation of the motor 21 can be driven.
  • the power supply path for supplying the electric power from the auxiliary battery 31 is branched outside the shift device 100 (see FIG. 1), and the electric power supplied from the auxiliary battery 31 is the shift device.
  • An example is shown in which the motor system power supply path 1 and the system system power supply path 2 in the 100 (ECU unit 10) are individually input to the shift device 100 (ECU unit 10).
  • the power supply path for supplying electric power from the auxiliary battery 31 outside the shift device 300 is the shift device 300. Inside the (ECU unit 310), the motor system power supply path 1 and the system system power supply path 2 may be branched.
  • the current path is set to each of the motor system power supply path 1 and the system power supply path 2 inside the shift device 300 outside the shift device 300.
  • branching it is not necessary to provide a terminal for inputting electric power from the auxiliary battery 31 outside the shift device 300 corresponding to each of the motor system power supply path 1 and the system system power supply path 2.
  • the auxiliary battery 31 is an example of the "power supply outside the device" in the claims.
  • Motor system power supply path 2 System system power supply path 3
  • Motor drive circuit (switching section) Motor driver unit 5
  • Control unit 6 Lifting pressure unit 10, 210, 310 ECU unit (electronic control unit for vehicles) 11 Diode 11a Diode (1st diode) 11b diode (second diode) 21
  • Motor 22 Speed change mechanism 31 Auxiliary battery (power supply outside the device) 32 Backup power supply (power supply outside the device) 100, 200, 300 Shift device V1 voltage (first voltage) V2 voltage (second voltage)

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Transmission Device (AREA)
PCT/JP2021/038567 2020-10-23 2021-10-19 シフト装置および車両用電子制御ユニット Ceased WO2022085673A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN202180072193.XA CN116420305A (zh) 2020-10-23 2021-10-19 换挡装置和车辆用电子控制单元
US18/015,908 US12247657B2 (en) 2020-10-23 2021-10-19 Shift device and vehicle electronic control unit
JP2022557553A JP7380909B2 (ja) 2020-10-23 2021-10-19 シフト装置および車両用電子制御ユニット

Applications Claiming Priority (2)

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JP2020178032 2020-10-23

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JP2007271011A (ja) * 2006-03-31 2007-10-18 Aisin Aw Co Ltd シフトバイワイヤ装置
WO2017051812A1 (ja) * 2015-09-25 2017-03-30 株式会社オートネットワーク技術研究所 車載用電源装置及びその制御方法
WO2019022148A1 (ja) * 2017-07-27 2019-01-31 Ntn株式会社 電動ブレーキ装置
JP2019152316A (ja) * 2018-03-06 2019-09-12 株式会社デンソー シフトバイワイヤ装置

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JP3542198B2 (ja) * 1995-04-28 2004-07-14 本田技研工業株式会社 電動車両の制御装置
JP3918552B2 (ja) * 2001-12-26 2007-05-23 アイシン・エィ・ダブリュ株式会社 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム
JP4023171B2 (ja) * 2002-02-05 2007-12-19 トヨタ自動車株式会社 負荷駆動装置、負荷駆動装置における電力貯蔵装置の充電制御方法および充電制御をコンピュータに実行させるためのプログラムを記録したコンピュータ読取可能な記録媒体
JP2006273046A (ja) 2005-03-28 2006-10-12 Hitachi Ltd 電源制御システム
WO2010050044A1 (ja) * 2008-10-31 2010-05-06 トヨタ自動車株式会社 電動車両の電源システムおよびその制御方法
JP5392180B2 (ja) * 2010-05-17 2014-01-22 日産自動車株式会社 車両の電源失陥時安全対策制御装置
JP2017149265A (ja) 2016-02-24 2017-08-31 トヨタ自動車株式会社 車両用電源システム
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Publication number Priority date Publication date Assignee Title
JP2007271011A (ja) * 2006-03-31 2007-10-18 Aisin Aw Co Ltd シフトバイワイヤ装置
WO2017051812A1 (ja) * 2015-09-25 2017-03-30 株式会社オートネットワーク技術研究所 車載用電源装置及びその制御方法
WO2019022148A1 (ja) * 2017-07-27 2019-01-31 Ntn株式会社 電動ブレーキ装置
JP2019152316A (ja) * 2018-03-06 2019-09-12 株式会社デンソー シフトバイワイヤ装置

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JPWO2022085673A1 (https=) 2022-04-28
US12247657B2 (en) 2025-03-11
US20230279945A1 (en) 2023-09-07
JP7380909B2 (ja) 2023-11-15

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