JP2007055537A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately distribute electric power of a power supply device 3 to an electric power steering device, an electrically controlled brake, and an electrically controlled suspension device.
When the maximum power that can be supplied from the power supply device 3 is insufficient with respect to the power demand, priority is given to the power supply to the electric power steering device 30 over the electrically controlled suspension device 50. Then, the upper limit value for limiting the power supply to the electrically controlled suspension device 50 is determined based on the maximum power that can be supplied from the power supply device 3 and the power required by the electric power steering device 30. Further, the priority of power supply to the electrically controlled brake device 70 is set to the highest.
[Selection] Figure 1

Description

  The present invention relates to a vehicle control device that supplies power from a common battery to a plurality of traveling state control devices such as an electric power steering device and an electrically controlled suspension device.

Conventionally, various control devices that control a running state using a battery power source are mounted on a vehicle. For example, an electric power steering device that applies a steering assist force, an electrically controlled suspension device that adjusts a damping force with respect to an upper limit vibration of a vehicle body, an electrically controlled brake device that controls a slip state of a wheel, and the like.
Each of these driving state control devices draws necessary power from the battery as needed. However, due to the recent increase in output of each control device, sufficient power supply cannot be received depending on the state of the battery. May not be able to demonstrate its performance.

For example, when running on uneven roads, a large amount of power is drawn from the battery to adjust the damping force of the electrically controlled suspension device. The battery capacity is exceeded, and the motor of the electric power steering apparatus is not supplied with enough power from the battery to operate, and the steering wheel operation cannot be performed well.
Similarly, there may be a case where the electrically controlled brake device cannot be satisfactorily operated due to the operation of another traveling state control device.
Regarding the relationship between the power supply capability of the battery and the power demand of each control device, a problem is presented in Patent Document 1.
Special table 2002-523283

  However, Patent Document 1 does not disclose any specific solution for such a problem.

  An object of the present invention is to cope with the above-described problem, and is to appropriately distribute power that can be supplied from a power supply device such as a battery to each traveling state control device.

  In order to achieve the above object, a feature of the present invention is a vehicle control apparatus comprising: a plurality of running state control means for controlling the running state of the vehicle; and a power supply means for supplying power to the plurality of running state control means. A power shortage determining means for determining whether or not the power required by the travel state control means is insufficient with respect to the maximum power that can be supplied by the power supply means; Of the control means, priority is given to the power supply to the first travel state control means over the second travel state control means, and the upper limit power value for limiting the power supply to the second travel state control means is at least the first power value. There is provided an upper limit power value determining means that is determined based on the electric power required by the one traveling state control means and the maximum suppliable electric power of the power supply means.

  According to the present invention configured as described above, when it is determined that the power (watt) required by the traveling state control unit is insufficient with respect to the maximum suppliable power of the power source unit, the electric power to the first traveling state control unit The supply is prioritized and the power supply to the second traveling state control means is limited. And the upper limit of the electric power supplied to a 2nd driving | running state control means is determined based on the electric power required by the 1st driving | running state control means and the maximum suppliable electric power of a power supply means.

Therefore, even if a plurality of driving state control means operate simultaneously and power shortage occurs in the power supply means, the first driving state control means is reliably supplied with power and operates well. In this case, for example, the upper limit power value of the second traveling state control unit may be set to a value obtained by subtracting the necessary power of the first traveling state control unit from the maximum suppliable power of the power source unit.
Further, it is not always necessary to supply 100% of the electric power required for the operation to the first running state control means, and the electric power is supplied by adjusting the priority degree to the extent that the desired performance can be ensured. Also good.

On the other hand, since the upper limit power limit is set for the power supply to the second running state control means based on the power shortage amount, the limit amount becomes appropriate, and the power limit is not limited more than necessary. For this reason, according to this invention, the electric power with which the power supply means was limited can be appropriately distributed to both control means.
The power shortage determining means may include a maximum suppliable power detecting means for obtaining the maximum suppliable power of the power supply means, and a necessary power detecting means for obtaining the power required for the electric load that receives power supply from the power supply means. However, these detection means may obtain electric power by calculation or may obtain it by prediction. In addition, it is not necessary to obtain all the necessary power for a plurality of electric loads.

  According to another aspect of the present invention, the first traveling state control means is an electric power steering device that applies a steering torque to the steering wheel by an electric actuator, and the second traveling state control means It is an electrically controlled suspension device that adjusts a damping force against vertical vibration by an electric actuator.

  According to this, power supply to the electric power steering device is prioritized even when power shortage occurs in the power supply device in a situation where the electric power steering device and the electrically controlled suspension device operate simultaneously. Steering torque is sufficiently secured and the steering wheel can be operated satisfactorily, and the desired steering performance is maintained. Therefore, as in the conventional device, the electric control suspension device loses power from the power source means, and the operation of the steering wheel becomes heavy and the steering performance is impaired.

  Another feature of the present invention is that the first traveling state control means is an electrically controlled brake device that adjusts the braking force to the wheels by an electric actuator, and the second traveling state control means is an electric actuator. It is an electric power steering device that applies a steering torque to a steered wheel, or an electrically controlled suspension device that adjusts a damping force against vertical vibration of a vehicle body by an electric actuator.

  According to this, even if the power supply device lacks power in the situation where the electric control brake device and the electric power steering device or the electric control suspension device operate at the same time, the electric power to the electric control brake device Since the supply is given priority, brake control such as prevention of wheel slip can be reliably performed, and steering stability and safety can be preferentially ensured.

  Another feature of the present invention is that the required power of the electric power steering device and the electrically controlled suspension device is predicted based on the traveling speed of the vehicle, and at least the predicted required power and the maximum of the power supply means are estimated. The shortage of power is determined based on the power that can be supplied.

Generally, in an electric power steering device, the required power is smaller as the vehicle speed is faster. Conversely, in an electrically controlled suspension device, the required power is increased as the vehicle speed is increased.
Therefore, in the present invention, it is possible to determine the power shortage with a very simple configuration by predicting the required power based on the vehicle speed. That is, the required power calculation process can be easily performed.

  Another feature of the present invention is that the upper limit power value of the electrically controlled suspension device is predicted based on at least the traveling speed of the vehicle, the required power of the electric power steering device, and the maximum power that can be supplied by the power supply means. The decision is based on

  Even in this case, the required power of the electric power steering apparatus can be easily predicted, and as a result, the configuration for determining the upper limit power value of the electrically controlled suspension apparatus can be simplified.

  Another feature of the present invention is that the necessary power required for the operation of the electric power steering device is sequentially calculated based on the steering-related amount and the traveling speed of the vehicle, and at least the calculated required power and the power supply means The upper limit power value to the electrically controlled suspension device is sequentially changed based on the maximum power that can be supplied.

According to this, since the upper limit power value of the electrically controlled suspension device is sequentially changed based on the required power of the electric power steering device that changes according to the actual running state, it is always set to an appropriate value. .
For this reason, the power limit of the electrically controlled suspension device can be set more appropriately. Therefore, the power control cannot be performed more than necessary to demonstrate the ability of the electrically controlled suspension device, or the power limit is insufficient. Thus, the problem that the steering assist force of the electric power steering apparatus is insufficient can be prevented. In other words, when the power assist of the power supply device is insufficient, when the steering assist force is required, the power limitation to the electrically controlled suspension device is surely performed, and when the steering assist force is not necessary, Since the power limit is stopped or relaxed, it is possible to always supply the limited power with an optimal distribution according to the traveling state.

  Another feature of the present invention is that when the upper limit power value determining means determines that the power is insufficient, the power supply to the first running state control means is limited to a predetermined first upper limit power value or less. In addition, the second upper limit power value that restricts the power supply to the second traveling state control means is the power required by the first traveling state control means that is limited to at least the first upper limit power value or less. The determination is based on the maximum suppliable power of the power supply means.

  According to this, instead of ensuring the power supply to the first traveling state control means only for the necessary power (100%), the first traveling state control means also bears the power limitation, so that the second traveling state The power limit to the control means can be relaxed. Therefore, by determining the priority based on the importance of each control means, it is possible to flexibly set the power distribution in the entire power supply system.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a power supply control system of the vehicle control apparatus according to the embodiment.

  The vehicle control device includes a power supply device 3 including a battery 1 and an alternator 2, an electric control device such as an electric power steering device 30, an electric control suspension device 50, and an electric control brake device 70 that are supplied with electric power from the power supply device 3. And a power supply controller 10 for restricting power supply to the electric control device.

  The electric power steering device 30 (hereinafter simply referred to as the power steering device 30) includes a steering assist mechanism 31 that applies a steering assist force to the steered wheels WH and a steering assist that drives and controls an electric motor 32 provided in the steering assist mechanism 31. And a controller 33.

  The steering assist mechanism 31 converts the rotation around the axis of the steering shaft 35 in conjunction with the turning operation of the steering handle 34 into the movement of the rack bar 37 in the axial direction by the rack and pinion mechanism 36. The left and right steered wheels WH are steered according to the movement in the direction. An electric motor 32 is assembled to the rack bar 37. The electric motor 32 drives the rack bar 37 in the axial direction via the ball screw mechanism 38 according to the rotation thereof, thereby applying an assist force to the turning operation of the steering handle 34. A steering torque sensor 39 is assembled at the lower end of the steering shaft 35.

The steering assist controller 33 includes an electronic control device 45 that calculates an energization amount to the electric motor 32 in order to apply a predetermined steering assist force, and a drive circuit that drives and controls the electric motor 32 by a control signal from the electronic control device 45. 46. The drive circuit 46 includes a current sensor (not shown) that measures the amount of current flowing through the electric motor 32.
The electronic control device 32 receives detection signals from the steering torque sensor 39 and the vehicle speed sensor 40 that detects the traveling speed of the vehicle, and calculates the amount of power supplied to the electric motor 32 based on these detection signals to obtain the steering assist force. The microcomputer is configured as a main part.

  The electrically controlled suspension device 50 (hereinafter simply referred to as the suspension device 50) is provided between each wheel and the vehicle body B, supports the vehicle body B, and generates a damping force against the vertical vibration of the vehicle body B. It comprises an electromagnetic suspension 51 and a suspension controller 53 that controls the damping force by controlling the electric motor 52 of the electromagnetic suspension 51.

The electromagnetic suspension 51 includes a coil spring 54 that elastically supports the vehicle body B, and a shock absorber 55 that attenuates vertical vibration of the vehicle body B caused by the coil spring 54.
The shock absorber 55 includes an outer cylinder 56 and an inner cylinder 57 that are arranged coaxially, a ball screw mechanism 58 provided inside the inner cylinder 57, and an electric motor 52 that operates the ball screw mechanism 58. The ball screw mechanism 58 includes a ball screw 59 that is rotated by the electric motor 52 and a ball screw nut 60 that is engaged with the ball screw 59 and moves in the vertical axis direction by the rotation of the ball screw 59. The lower end of the ball screw nut 60 is fixed to the bottom surface of the outer cylinder 56, and when the ball screw nut 60 moves up and down by the rotation of the electric motor 52, the outer cylinder 56 is pushed down or pulled up.

The electric motor 52 and the inner cylinder 57 are fixed to the mounting plate 61 and fixed to the vehicle body B via an upper support 62 made of an elastic material.
On the other hand, the lower end portion of the outer cylinder 56 is attached to a lower arm (not shown) that supports the wheels.
The coil spring 54 is provided between the spring receiver 63 provided on the outer periphery of the outer cylinder 56 and the vehicle body B and supports the vehicle body B.

  When the wheel WH moves up and down while the vehicle is traveling, the coil spring 54 expands and contracts due to the relative movement of the inner cylinder 57 and the outer cylinder 56. At this time, the ball screw nut 60 moves up and down with respect to the ball screw 59 to rotate the ball screw 59 and the electric motor 52 rotates. At this time, the electric motor 52 acts as a generator, and a damping force is generated by the resistance force generated at this time. In addition, a predetermined damping force can be applied to the vertical vibration of the vehicle body B by energizing the electric motor 52.

The suspension controller 53 controls the electric motor 52 based on a control signal from the electronic control device 65 and a control signal from the electronic control device 65. And a drive circuit 66 for driving control. The drive circuit 66 includes a current sensor (not shown) that measures the amount of current flowing through the electric motor 52.
The electronic control unit 65 inputs a detection signal from a stroke sensor 64 that detects the vertical movement stroke of the vehicle body B with respect to each wheel, and the amount of power supplied to the electric motor 52 according to the stroke speed obtained by differentiating the detection signal. Is controlled to suppress vertical vibration of the vehicle body B.

The electrically controlled brake device 70 (hereinafter simply referred to as the brake device 70) includes a brake mechanism 71 that is provided for each wheel WH and generates a braking force, and a brake controller 73 that controls the operation of each brake mechanism 71. The
The brake mechanism 71 includes a first electromagnetic solenoid valve 77 in a hydraulic passage 76 that communicates from the master cylinder 74 to the wheel cylinder 75 of each wheel WH, and a first hydraulic passage 79 that communicates the first electromagnetic solenoid valve 77 and the reservoir 78. Two electromagnetic solenoid valves 80 are provided. In addition, a pump 83 that pumps up brake fluid from the reservoir 78 and returns it to the hydraulic passage 76 is provided.

  The brake controller 73 includes a microcomputer as a main part, receives a detection signal from the slip ratio sensor 82, and based on the detected slip ratio, the first electromagnetic solenoid valve 77, the second electromagnetic solenoid valve 80, and the pump 83. The electronic control device 85 that outputs an operation command to the electric motor 81, and the drive that energizes and drives the first electromagnetic solenoid valve 77, the second electromagnetic solenoid valve 80, and the electric motor 81 based on the operation command from the electronic control device 85. Circuit 86.

  The brake controller 73 performs normal brake control for generating braking force according to the amount of brake operation by the driver, and ABS control for preventing wheel lock during sudden braking. During normal brake control, the first electromagnetic solenoid The valve 77 is opened, the second electromagnetic solenoid valve 80 is closed, and the pump 83 is stopped. For this reason, the master cylinder 74 and the wheel cylinder 75 are brought into a conducting state, and the pressure in the wheel cylinder 75 is controlled to a hydraulic pressure equal to the pressure in the master cylinder 74. Accordingly, the braking force generated on the wheel WH is controlled to a magnitude corresponding to the brake pedaling force.

  On the other hand, at the time of ABS control, control is performed so that the slip ratio of the wheel WH becomes the target slip ratio, and the first electromagnetic solenoid valve 77 and the second solenoid valve 77 are controlled so that the detected slip ratio detected by the slip ratio sensor 82 approaches the target slip ratio. The electromagnetic solenoid valve 80 is controlled to be opened and closed, and the electric motor 81 of the pump 83 is driven and controlled. The slip ratio of the wheel WH is calculated based on the difference between the vehicle speed that is the traveling speed of the vehicle and the wheel speed that is the rotational speed of the wheel WH.

Next, the power supply controller 10 will be described. The power supply controller 10 determines the distribution of power supply power to the electric control devices such as the power steering device 30, the suspension device 50, and the brake device 70 described above, and the main part is constituted by a microcomputer.
The power supply controller 10 is roughly classified according to its function, and predicts the power consumption detection unit 11 that detects the state of the power supply device 3 including the battery 1 and the alternator 2 and the power consumption required by the electric control device while the vehicle is traveling. A power shortage determination that determines whether or not a power shortage occurs from the power consumption prediction unit 12 that performs power supply and the suppliable power of the power supply device 3 detected by the power supply state detection unit 11 and the predicted power consumption predicted by the power consumption prediction unit 12 Unit 13, vehicle state input unit 14 for inputting a vehicle running state quantity such as a vehicle speed and a steering control amount, and a vehicle input to vehicle state input unit 14 when power shortage is determined by power shortage determination unit 13. An upper limit power determination unit 15 that calculates an upper limit power value that limits the power used by a specific electric control device based on the running state quantity, and an upper limit power value calculated by the upper limit power determination unit 15 Composed of upper power instruction unit 16 for instruction to the specific electrical control system.

  Further, the power controller 10 is connected with a notification device 17 that prompts the driver to replace the battery 1 when the power shortage determination unit 13 determines that the power supply power is insufficient.

Next, a power distribution control routine executed by the power controller 10 will be described. FIG. 2 shows a power distribution control routine executed by the power controller 10, which is stored as a control program in the ROM of the power controller 10 and is repeatedly executed in a short cycle.
In this example, power supply from the power supply device 3 to the power steering device 30 is given priority over the suspension device 50 as the first embodiment.

When this control routine is started by turning on an ignition switch (not shown), first, the state of the power supply device 3, that is, the maximum power Wbat that can be supplied by the power supply device 3 is estimated (S11).
The state check of the power supply device 3 is appropriately performed in the power supply state detection unit 11 separately from this control routine, and the check result is sequentially stored and updated in the nonvolatile memory of the power supply controller 10. Therefore, the maximum power Wbat that can be supplied by the power supply device 3 is estimated by reading the power check result.

  The maximum power Wbat that can be supplied by the power supply device 3 can be estimated based on the state of charge of the battery 1 and the power generation capability of the alternator 2. For example, the charging state of the battery 1 detects the terminal voltage of the battery 1 and the current drawn from the battery 1, and based on the amount of voltage change (voltage drop) with respect to the current fluctuation, It can be determined that the state of charge is lowered. The power generation capacity of the alternator 2 can be estimated by detecting the amount of generated current.

Subsequently, the total power consumption Wx consumed by all the electric loads that receive power supply from the power supply device 3 is predicted (S12). In the present embodiment, the total power consumption Wx is predicted as follows.
Among the electric control devices, the power steering device 30 and the suspension device 50 are those that consume a large amount of power. The power steering device 30 requires a large amount of power as the vehicle speed increases, and conversely, the suspension device 50 requires a large amount of power as the vehicle speed decreases.
Therefore, the predicted power consumption Wstr of the power steering device 30 and the predicted power consumption Wsus of the suspension device 50 are:
Wstr = Wstr0 × Kvstr
Wsus = Wsus0 × Kvsus
Predict. However,
Wstr0 is a standard power consumption consumed by a predetermined power steering device 30,
Wsus0 is a standard power consumption consumed by a predetermined suspension device 50,
Kvstr and Kvsus are coefficients set according to the vehicle speed.
The coefficient Kvstr is set to a smaller value as the vehicle speed is higher, and the coefficient Kvsus is set to a larger value as the vehicle speed is higher.
Moreover, the electric power used with the brake device 70 is estimated as Wbra, and the electric power consumed with other electric loads is estimated as What.

In the present embodiment, the electric power Wbra used in the brake device 70 is a fixed value assumed in advance based on the electric power consumed by the first electromagnetic solenoid valve 77, the second electromagnetic solenoid valve 80, and the pump motor 81. . The power Woth used in other electric loads is set to a fixed value that is set in advance in consideration of the utilization rate and the like. The predicted power Wbra and What may be obtained by adding the power consumption for each electric load that is actually operating in real time.
Therefore, the predicted total power consumption Wx consumed by the electric load that receives power supply from the power supply device 3 is
Wx = Wstr + Wsus + Wbra + Woth
It becomes.

  Next, based on the information obtained from steps S11 and S12, it is determined whether or not the maximum power Wbat that can be supplied by the power supply device 3 is lower than the predicted total power consumption Wx (S13). When this determination is “YES”, that is, when the maximum power Wbat that can be supplied by the power supply device 3 is lower than the predicted total power consumption Wx, the power of the suspension device 50 is limited by the following processing.

First, a steering torque signal and a vehicle speed signal are input from the electronic control unit 45 of the power steering device 30 (S14).
Subsequently, the electric power Wstr * required by the power steering device 30 is calculated based on the input steering torque signal and vehicle speed signal (S15). In order to obtain a predetermined steering assist force by the power steering device 30, it is necessary to energize the electric motor 32 with a current corresponding to the steering torque and the vehicle speed. This required assist current is determined by the steering torque and the vehicle speed, as shown in FIG. The electronic control unit 45 of the power steering device 30 calculates the necessary assist current Ias by referring to the assist current table (stored in the ROM) shown in FIG. In this case, the target required assist current Ias cannot be supplied to the electric motor 32 and a desired steering assist force cannot be obtained.

Therefore, the power supply controller 10 stores a similar assist current table, obtains the necessary assist current Ias based on the actual steering situation, and allows the electric motor 32 to be energized with a current corresponding to the necessary assist current Ias. In the next step S16, the power consumption of the suspension device 50 is limited.
In the power steering device 30, the necessary assist current Ias is calculated in order to control the energization amount (current value) to the electric motor 32, but in step S <b> 15 of the present embodiment, the necessary assist current Ias is calculated. The required power Wstr * multiplied by the power supply voltage of the electric motor 32 is calculated. However, when the power supply voltage of the electric motor 32 is controlled to be substantially constant, or when it is monitored by the electronic control unit 45 of the steering assist controller 33, the required current value is not converted into the electric power value. Even calculation is substantially the same.

Next, in step S <b> 16, an upper limit value Wsusmax of power that can be used by the suspension device 50 is calculated.
Specifically, the maximum power Wbat that can be supplied by the power supply device 3 estimated in step S11, the power Wstr * required by the power steering device 30 calculated in step S15, and the predicted power consumed by the brake device 70 From Wbra and the predicted power consumed by other electrical loads from What,
Wsusmax = Wbat− (Wstr * + Wbra + Woth)
Calculate as

Subsequently, a control signal representing the calculated upper limit value Wsusmax is output to the electronic control unit 65 of the suspension controller 53 (S17), the present control routine is temporarily exited, and the same processing is repeated again.
Therefore, the suspension controller 53 supplies electric power to the electric motor 52 of the electromagnetic suspension 51 within a range equal to or smaller than the upper limit value Wsusmax to control the damping force against the vertical vibration of the vehicle body. That is, when the target power supply amount to the electric motor 52 calculated according to the stroke speed exceeds the upper limit value Wsusmax, the upper limit value Wsusmax is controlled.

  If the determination in step S13 is “NO” in the course of repeated execution of such a control routine, that is, it is determined that there is no power shortage in the power supply device 3, the power is supplied to the electronic control device 65 of the suspension controller 53. A signal for releasing the restriction is output (S18).

According to the power distribution control of the first embodiment described above, when the capacity of the power supply device 3 is reduced, the power supply to the power steering device 30 is given priority over the suspension device 50, and the steering assist force is sufficient. Thus, the steering handle 34 can be operated satisfactorily, and the desired steering performance can be maintained. Therefore, as in the conventional device, the power source power is lost to the suspension device 50 and the operation of the steering handle 34 becomes heavy, and the steering performance is impaired.
In addition, since this control routine is always executed repeatedly while the vehicle is running, the power upper limit value Wsusmax supplied to the suspension device 50 varies depending on the actual steering state. Since it is changed sequentially based on Wstr *, it is set to an appropriate value.

  For this reason, the power limit of the suspension device 50 can be set more appropriately, the power limit can be performed more than necessary, and the ability of the suspension device 50 cannot be exhibited. The problem that the steering assist force of the device 30 is insufficient can be prevented. That is, when the power assist of the power supply device 3 is insufficient, when the steering assist force is required, the power limitation to the suspension device 50 is surely performed, and when the steering assist force is not necessary, the power limitation to the suspension device 50 is limited. In order to stop or loosen, it is possible to always supply the limited electric power with an optimal distribution according to the traveling state.

Further, since the power supply is preferentially secured for the brake device 70, the desired brake performance is obtained and the safety is improved.
Furthermore, the determination of the power shortage of the power supply device 3 is roughly predicted based on only the vehicle speed by the processing of step S11 to step S13, and the required power amount is calculated from the steering related information only when it is determined that there is a power shortage. Since the method is adopted, the burden of calculation processing is reduced.

Next, a power distribution control routine as the second embodiment will be described. FIG. 4 shows a power distribution control routine executed by the power controller 10, which is stored as a control program in the ROM of the power controller 10 and is repeatedly executed in a short cycle.
The second embodiment limits power to the suspension device 50 based on the required power of the brake device 70 and the power steering device 30. The first embodiment is different from the first embodiment in steps S11 to S15, The process of step S18 is common. Hereinafter, the same processes as those in the first embodiment are denoted by the same step numbers, the description thereof is omitted, and only different processes are described.

If it is determined in step S13 that the maximum power Wbat that can be supplied by the power supply device 3 is less than the predicted total power consumption Wx, the power Wstr * required by the power steering device 30 is calculated based on the vehicle speed and the steering torque. Calculate (S14 to S15). Subsequently, brake operation information is input from the electronic control unit 85 of the brake device 70 (S26). That is, the operation status information of the first electromagnetic solenoid valve 77, the second electromagnetic solenoid valve 80, and the pump driving motor 81, which are the actuators, is read.
Subsequently, the electric power Wbra * required in the brake device 70 is calculated from the input operation status information (S27). In this case, since the power consumption of each of the electromagnetic solenoids 77 and 80 and the electric motor 81 is known in advance, the required power Wbra * can be calculated by summing the power consumption of the energized actuators.

Next, an upper limit value Wsusmax of power that can be consumed by the suspension device 50 is calculated (S28).
Specifically, the maximum power Wbat that can be supplied by the power supply device 3 estimated in step S11, the power Wstr * required in the power steering device 30 calculated in step S15, and the brake device 70 calculated in step S27. From the electric power Wbra * required for the electric power and the electric power consumed by other electric loads,
Wsusmax = Wbat− (Wstr * + Wbra * + Woth)
Calculate as

  Subsequently, a control signal representing the calculated upper limit value Wsusmax is output to the electronic control unit 65 of the suspension controller 53 (S29), and this control routine is temporarily exited. Therefore, the suspension controller 53 supplies electric power to the electric motor 52 of the electromagnetic suspension 51 within a range equal to or smaller than the upper limit value Wsusmax to control the damping force against the vertical vibration of the vehicle body.

According to the power distribution control of the second embodiment described above, power supply to the brake device 70 and the power steering device 30 is prioritized over the suspension device 50, and desired brake performance such as prevention of wheel slip is obtained. Safety is improved and good steering operability is ensured.
Moreover, the power upper limit value Wsusmax supplied to the suspension device 50 is sequentially changed based on the required power Wstr * of the power steering device 30 and the required power Wbra * of the brake device 70 that change according to the actual traveling state. Therefore, the value is set to an appropriate value according to the running state of the vehicle, and there is no possibility that the capacity of the suspension device 50 cannot be exhibited by performing power limitation more than necessary. Conversely, problems such as insufficient power limitation and insufficient steering assist force by the power steering device 30 or inability to perform brake control of the brake device 70 can be prevented.
Further, the determination of the power shortage of the power supply device 3 is roughly predicted based on only the vehicle speed by the processing of step S11 to step S13, and the required power amount is determined from the steering related information and the brake operation information only when it is determined that there is a power shortage. Since the method of calculating is adopted, the burden of calculation processing is reduced.

Next, a power distribution control routine as the third embodiment will be described. FIG. 5 shows a power distribution control routine executed by the power controller 10, which is stored as a control program in the ROM of the power controller 10 and is repeatedly executed in a short cycle.
In the third embodiment, power is limited to the power steering device 30 based on the required power of the brake device 70 and the suspension device 50. The second embodiment is different from steps S11 to S13 and The processes of steps S26 to S27 are common. Hereinafter, the same processes as those of the second embodiment are denoted by the same step numbers and the description thereof is omitted, and only different processes are described.

  If it is determined in step S13 that the maximum power Wbat that can be supplied by the power supply device 3 is lower than the predicted total power consumption Wx, then the detection signal of the stroke sensor 64 is input from the electronic control device 65 of the suspension controller 53. The power Wsus * required by the suspension device 50 is calculated based on the stroke speed that is a differential value of the stroke signal (S35) (S35).

  Subsequently, as in the second embodiment, brake operation information is input from the electronic control device 85 of the brake controller 73 (S26), and electric power Wbra * required in the brake device 70 is calculated from the input operation state information (S26). S27).

Next, an upper limit value Wstrmax of power that can be consumed by the power steering device 30 is calculated (S38).
Specifically, the maximum power Wbat that can be supplied by the power supply device 3 estimated in step S11, the power Wsus * required in the suspension device 50 calculated in step S35, and the brake device 70 calculated in step S27. From the required power Wbra * and the predicted power Woth consumed by other electrical loads,
Wstrmax = Wbat− (Wsus * + Wbra * + Woth)
Calculate as

Subsequently, a control signal representing the calculated upper limit value Wstrmax is output to the electronic control unit 45 of the steering assist controller 33 (S39), and this control routine is temporarily exited. Accordingly, the steering assist controller 33 supplies power to the electric motor 32 within a range equal to or smaller than the upper limit value Wstrmax to generate a steering assist torque.
If it is determined in step S13 that the maximum power Wbat that can be supplied by the power supply device 3 is equal to or greater than the predicted total power consumption Wx, the power limitation is released to the electronic control device 45 of the steering assist controller 33 in step S40. Output a signal.

  According to the power distribution control of the third embodiment described above, the brake device 70 and the suspension device 50 are prioritized over the power steering device 30, and the safety by the desired brake performance and the good riding comfort by the vibration suppression control. Sex is obtained. This third embodiment is particularly suitable when emphasizing vibration suppression.

Next, a power distribution control routine as the fourth embodiment will be described. FIG. 6 shows a power distribution control routine executed by the power controller 10, which is stored as a control program in the ROM of the power controller 10 and is repeatedly executed in a short cycle.
In the fourth embodiment, when the power of the power supply device 3 is insufficient in the first embodiment, the power steering device 30 is also provided with a predetermined power limit, which is different from the first embodiment in step S11. ~ The processing of step S13 is common. Hereinafter, the same processes as those in the first embodiment are denoted by the same step numbers, the description thereof is omitted, and only different processes are described.

In step S13, if it is determined that the maximum power Wbat that can be supplied by the power supply device 3 is less than the predicted total power consumption Wx, the process proceeds to step S44, and the upper limit value of power that can be used by the power steering device 30 Is set to a value obtained by multiplying a predetermined coefficient K (<1) by an upper limit value during normal time (when power consumption is not limited). The coefficient K may be a fixed value or may be set so that the value decreases as the power shortage amount increases.
In the power steering apparatus 30, the maximum current Imax is determined as shown in the assist current table of FIG. Therefore, a value obtained by multiplying the maximum current Imax by a predetermined coefficient K (for example, K = 0.9) is set as the maximum current at the time of power shortage, and the upper limit of the power that can be used by the electric power steering device 30 based on the maximum current. Set the value Wstrmax. In other words, the power steering device 30 places some restrictions on the normal usable power.

  Subsequently, the electric power Wstr * required by the power steering device 30 is calculated based on the vehicle speed and the steering torque by the processes of steps S45 and S46. Since this process is the same as steps S14 and S15 of the first embodiment, a description thereof will be omitted.

Next, an upper limit value Wsusmax of electric power that can be used in the electrically controlled suspension control device is calculated (S47).
The upper limit value Wsusmax is the required power Wstr ** of the power steering device 30 subjected to the power limitation, the maximum power Wbat that can be supplied by the power supply device 3 estimated in step S11, and the prediction consumed by the brake device 70. From the power Wbra and the predicted power Woth consumed by other electrical loads,
Wsusmax = Wbat− (Wstr ** + Wbra + Woth)
Calculate as
However, Wstr ** is
Wstr ** = Wstr * (when Wstr * ≦ Wstrmax)
Wstr ** = Wstrmax (when Wstr **> Wstrmax)
It is.

Subsequently, a control signal representing the upper limit value Wstrmax calculated in the previous step S44 is output to the electronic control unit 45 of the steering assist controller 33 (S48a), and then the upper limit value Wsusmax calculated in step S47 is represented. A control signal is output to the electronic control unit 45 of the suspension controller 53 (S48b), and this control routine is temporarily exited.
Accordingly, the steering assist controller 33 supplies power to the electric motor 32 within a range equal to or smaller than the upper limit value Wstrmax to generate a steering assist torque.
On the other hand, the suspension controller 53 supplies power to the electric motor 52 of the electromagnetic suspension 51 within the range of the upper limit value Wsusmax or less to control the damping force against the vertical vibration of the vehicle body.

  If it is determined in step S13 that the maximum power Wbat that can be supplied by the power supply device 3 is equal to or greater than the predicted total power consumption Wx, the electronic control device 45 of the steering assist controller 33 and the control unit 45 in steps S49a and S49b. A signal for releasing the power restriction is output to the electronic control unit 65 of the suspension controller 53.

According to the power distribution control of the fourth embodiment described above, the power supply restriction to the suspension device 50 is relaxed compared to the control of the first embodiment. Therefore, by appropriately setting the coefficient K that determines the degree of power limitation to the power steering device 30, it is possible to distribute the limited power supply in a well-balanced manner and to effectively demonstrate the performance of both the devices 30, 50. Can do.
Also in this case, the power supply to the brake device 70 has the highest priority, so that reliable brake control can be performed and safety is maintained.

Next, a power distribution control routine as the fifth embodiment will be described. FIG. 7 shows a power distribution control routine executed by the power controller 10, which is stored as a control program in the ROM of the power controller and is repeatedly executed in a short cycle.
In the previous first to fourth embodiments, the upper limit electric power value is sequentially changed according to the driving operation state of the vehicle. However, in this embodiment, the required electric energy is calculated based only on the vehicle speed. Predict and distribute power supply power.
The power distribution control routine of the fifth embodiment has steps S11 to S13 in common with those of the first embodiment. Hereinafter, the same processes as those in the first embodiment are denoted by the same step numbers, the description thereof is omitted, and only different processes are described.

If it is determined in step S13 that the maximum power Wbat that can be supplied by the power supply device 3 is lower than the predicted total power consumption Wx, the suspension device 50 uses the predicted power consumption in the power steering device 30 predicted in step S12. The upper limit value Wsusmax of the possible power is calculated (S54).
That is, the maximum power Wbat that can be supplied by the power supply device 3 estimated in step S11, the predicted power consumption Wstr of the power steering device 30 predicted in step S12, the predicted power consumption Wbra of the brake device 70, and other electric loads. From the estimated consumed power What,
Wsusmax = Wbat− (Wstr + Wbra + Woth)
Calculate as

Then, a control signal representing the calculated upper limit value Wsusmax is output to the electronic control unit 65 of the suspension controller 53 (S55), and this control routine is temporarily exited. Therefore, the suspension controller 53 supplies electric power to the electric motor 52 of the electromagnetic suspension 51 within a range equal to or smaller than the upper limit value Wsusmax to control the damping force against the vertical vibration of the vehicle body.
If it is determined that the maximum power Wbat that can be supplied by the power supply device 3 is equal to or greater than the predicted total power consumption Wx during the repeated execution of this control routine (S13: NO), the suspension controller is determined in step S56. A signal for canceling the power limitation is output to 53 electronic control units 65.

According to the power distribution control of the fifth embodiment described above, the power supply to the power steering device 30 and the brake device 70 is ensured, and the safety due to the intended brake performance and the good ride comfort due to the vibration suppression control are ensured. can get.
Further, since the upper limit value Wsusmax is calculated based only on the vehicle speed, there is no need for complicated calculation processing and high-speed calculation capability as in the first to fifth embodiments, and the configuration of the power supply controller 10 can be simplified. Cost merit can be achieved.

  In the state where the battery 1 is deteriorated, it is necessary to replace the battery. Therefore, as in the first to fourth embodiments, the upper limit value of the sequential power supply amount is set based on the steering state and the vibration state of the vehicle. Even if complicated control such as changing is not required, by prompting the driver to replace the battery with the alarm device 17, even simple control as in the fifth embodiment functions sufficiently.

  As mentioned above, although the vehicle control apparatus of this embodiment was demonstrated, this invention is not limited to the said embodiment, A various change is possible unless it deviates from the objective of this invention.

  For example, in the present embodiment, the setting of the power upper limit value for other electric loads has not been described, but when the power of the power supply device 3 is insufficient, it is not so much related to safety, maneuverability, and riding comfort of the seat heater and the like. For those that do not, the power supply may be stopped, or the priority of power supply may be set lower than the travel control device such as the suspension device.

  In the power steering device 30 and the suspension device 50, the electric motors 32 and 52 can function as generators to generate regenerative power. By utilizing this, for example, in each embodiment, when power supply shortage is detected, the electric motor 52 of the suspension device 50 is not energized (upper limit power Wsusmax = 0), and the electromagnetic suspension 51 is moved up and down. You may make it reduce the power consumption from the power supply device 3 by rotating the electric motor 52 forward and reverse. Even in this case, a damping force corresponding to the vertical vibration is obtained by the resistance generated by the electric power generation of the electric motor 52.

  In addition, when the generation of regenerative power is detected in one of the power steering device 30 or the suspension device 50, the other power upper limit value may be relaxed (increased). For example, the upper limit value Wsusmax may be multiplied by a loose coefficient Ky (> 1). The regenerative power can be detected, for example, by detecting an increase in the power supply voltage to the electric motors 32 and 52.

1 is an overall configuration diagram of a vehicle control device according to an embodiment of the present invention. It is a flowchart showing the power distribution control routine as 1st Embodiment. It is explanatory drawing showing an assist electric current table. It is a flowchart showing the power distribution control routine as 2nd Embodiment. It is a flowchart showing the power distribution control routine as 3rd Embodiment. It is a flowchart showing the power distribution control routine as 4th Embodiment. It is a flowchart showing the power distribution control routine as 5th Embodiment.

Explanation of symbols

Battery ... 1, Alternator ... 2, Power supply device ... 3, Power controller ... 10, Electric power steering device ... 30, Steering assist controller ... 33, Electrically controlled suspension device ... 50, Suspension controller ... 53, Electrically controlled brake device ... 70, brake controller 73, vehicle speed sensor ... 40, steering torque sensor ... 39, stroke sensor ... 64, slip ratio sensor ... 82.

Claims (7)

A plurality of traveling state control means for controlling the traveling state of the vehicle;
A vehicle control device comprising: power supply means for supplying power to the plurality of running state control means;
Power shortage determining means for determining whether or not the power required by the running state control means is insufficient with respect to the maximum suppliable power of the power supply means;
When it is determined that the power is insufficient, the power supply to the first travel state control unit of the travel state control unit is given priority over the second travel state control unit, and the power to the second travel state control unit is prioritized. And an upper limit power value determining means for determining an upper limit power value for limiting supply based on at least the power required by the first traveling state control means and the maximum suppliable power of the power supply means. A vehicle control device. The first traveling state control means is an electric power steering device that applies a steering torque to a steered wheel by an electric actuator,
2. The vehicle control device according to claim 1, wherein the second traveling state control means is an electrically controlled suspension device that adjusts a damping force against vertical vibration of the vehicle body by an electric actuator. The first traveling state control means is an electrically controlled brake device that adjusts a braking force to the wheels by an electric actuator,
The second traveling state control means is an electric power steering device that applies a steering torque to the steered wheels by an electric actuator, or an electric control suspension device that adjusts a damping force against vertical vibration of the vehicle body by an electric actuator. The vehicle control device according to claim 1.   Based on the traveling speed of the vehicle, the required power of the electric power steering device and the electrically controlled suspension device is predicted, and based on at least the predicted required power and the maximum suppliable power of the power supply means, the power 3. The vehicle control device according to claim 2, wherein a shortage is determined.   The upper limit power value of the electrically controlled suspension device is determined based on at least the required power of the electric power steering device predicted based on the traveling speed of the vehicle and the maximum suppliable power of the power supply means. The vehicle control device according to claim 2 or claim 4.   The necessary power required for the operation of the electric power steering device is sequentially calculated based on the steering related amount and the traveling speed of the vehicle, and based on at least the calculated required power and the maximum suppliable power of the power supply means, 5. The vehicle control device according to claim 2, wherein an upper limit electric power value to the electrically controlled suspension device is sequentially changed. The upper limit power value determining means includes
When it is determined that the power is insufficient, the power supply to the first traveling state control unit is limited to a predetermined first upper limit power value or less, and the power supply to the second traveling state control unit is limited. 2. The upper limit power value is determined based on the power required by the first traveling state control means limited to at least the first upper limit power value and the maximum suppliable power of the power supply means. The vehicle control device according to any one of claims 1 to 6.

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