阅读说明：本技术 车辆用电动制动装置及其控制方法 (Electric brake device for vehicle and control method thereof ) 是由 汤山笃 于 2019-03-07 设计创作，主要内容包括：本申请提供一种即使在发生故障的情况下也能够安全地使车辆停止的车辆用电动制动装置。该车辆用电动制动装置包括与搭载于车辆(60)的电源连接并对所述车辆(60)的车轮(41a,41b,41c,41d)的制动机构(40)进行制动操作的车轮制动器(50),所述车轮制动器(50)由具有独立的两组的第1线圈绕组(2a)和第2线圈绕组(2b)并对车辆(60)的车轮(41a、41b、41c、41d)的制动机构进行驱动的电动机(2)、与所述电动机(2)的所述第1线圈绕组(2a)连接并对所述电动机(2)进行控制的第1控制单元(1a)、以及与所述电动机(2)的所述第2线圈绕组(2b)连接并对所述电动机(2)进行控制的第2控制单元(1b)构成,所述车轮制动器(50)设置在所述车辆(60)的至少一个所述车轮(41a、41b、41c、41d)。(Provided is an electric brake device for a vehicle, which can safely stop the vehicle even when a failure occurs. The electric brake device for a vehicle comprises a wheel brake (50) which is connected to a power supply mounted on a vehicle (60) and performs a braking operation on a brake mechanism (40) of wheels (41a, 41b, 41c, 41d) of the vehicle (60), wherein the wheel brake (50) comprises a motor (2) which has two independent sets of a 1 st coil winding (2a) and a 2 nd coil winding (2b) and drives the brake mechanism of the wheels (41a, 41b, 41c, 41d) of the vehicle (60), a 1 st control unit (1a) which is connected to the 1 st coil winding (2a) of the motor (2) and controls the motor (2), and a 2 nd control unit (1b) which is connected to the 2 nd coil winding (2b) of the motor (2) and controls the motor (2), the wheel brake (50) is provided at least one of the wheels (41a, 41b, 41c, 41d) of the vehicle (60).)

1. An electric brake device for a vehicle, comprising a wheel controller connected to a power supply mounted on the vehicle and performing a braking operation on a braking mechanism of a wheel of the vehicle,

the wheel brake is composed of the following components:

a motor having two independent sets of a 1 st coil winding and a 2 nd coil winding, and driving a brake mechanism of a wheel of a vehicle;

a 1 st control unit connected to the 1 st coil winding of the motor to control the motor; and

a 2 nd control unit connected to the 2 nd coil winding of the motor to control the motor,

the wheel brake is provided at least one of the wheels of the vehicle.

2. The electric brake apparatus for vehicle according to claim 1,

the 1 st control unit includes a 1 st inverter circuit that supplies a current to the 1 st coil winding of the motor, and a 1 st control circuit unit, and the 1 st control circuit unit is mounted with a 1 st output circuit that outputs a control signal for driving the motor, and a 1 st central processing unit that calculates a control amount of the motor and outputs the control signal to the 1 st output circuit,

the 2 nd control unit includes a 2 nd inverter circuit that supplies a current to the 2 nd coil winding of the motor, and a 2 nd control circuit unit, and the 2 nd control circuit unit is mounted with a 2 nd output circuit that outputs a control signal for driving the motor, and a 2 nd central processing unit that calculates a control amount of the motor and outputs the control signal to the 2 nd output circuit.

3. The electric brake apparatus for vehicle according to claim 1,

the 1 st control unit includes a 1 st inverter circuit that supplies a current to the 1 st coil winding of the motor, a 1 st control circuit unit, and a 1 st power relay circuit that cuts off the current supply to the 1 st coil winding of the motor, the 1 st control circuit unit being mounted with a 1 st output circuit that outputs a control signal for driving the 1 st coil winding of the motor, and a 1 st central processing unit that calculates a control amount of the motor and outputs the control signal to the 1 st output circuit,

the 2 nd control unit includes a 2 nd inverter circuit that supplies a current to the 2 nd coil winding of the motor, a 2 nd control circuit unit, and a 2 nd power relay circuit that cuts off the current supply to the 2 nd coil winding of the motor, and the 2 nd control circuit unit is equipped with a 2 nd output circuit that outputs a control signal for driving the 2 nd coil winding of the motor, and a 2 nd central processing unit that calculates a control amount of the motor and outputs the control signal to the 2 nd output circuit.

4. An electric brake apparatus for vehicle according to any one of claims 1 to 3,

the power supply is composed of one, and the power supply is connected with the 1 st control unit and the 2 nd control unit of the wheel brake.

5. An electric brake apparatus for vehicle according to any one of claims 1 to 3,

the power supply is composed of a 1 st power supply and a 2 nd power supply, wherein the 1 st power supply is connected with the 1 st control unit of the wheel brake, and the 2 nd power supply is connected with the 2 nd control unit of the wheel brake.

6. The electric brake apparatus for vehicle according to claim 3,

the power supply includes a 1 st power supply, a 2 nd power supply, and a 3 rd power supply, the 1 st power supply is connected to the 1 st control unit of the wheel brake, the 2 nd power supply is connected to the 2 nd control unit of the wheel brake, the 3 rd power supply is connected to the 1 st control unit and the 2 nd control unit of the wheel brake, a 3 rd power supply relay circuit is disposed between the 3 rd power supply and the 1 st inverter circuit, and a 4 th power supply relay circuit is disposed between the 3 rd power supply and the 2 nd inverter circuit.

7. An electric brake apparatus for vehicle according to any one of claims 1 to 3,

the power comprises the 1 st power, the 2 nd power, the 3 rd power and the 4 th power, the 1 st power with the 3 rd power with the 1 st the control unit of wheel brake is connected, the 2 nd power with the 4 th power with the 2 nd the control unit of wheel brake is connected.

8. The electric brake apparatus for vehicle according to claim 3,

the vehicle electric brake device is an electric control device including abnormality detection means in each of the 1 st control means and the 2 nd control means of the wheel brake,

when the abnormality detection means detects that there is an abnormality in either the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit or the 2 nd power supply relay circuit of either the 1 st control means or the 2 nd control means that has detected an abnormality is turned off.

9. The electric brake apparatus for vehicle according to claim 3,

the vehicle electric brake device is an electric brake device provided with abnormality detection means in the 1 st control means and the 2 nd control means of the wheel brake, respectively,

when the abnormality detection means detects that there is an abnormality in either the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit or the 2 nd power supply relay circuit of either the 1 st control means or the 2 nd control means that has detected an abnormality is turned off, and output of a control signal to the 1 st output circuit or the 2 nd output circuit is stopped.

10. The electric brake apparatus for vehicle according to claim 3,

the vehicle electric brake device is an electric brake device provided with abnormality detection means in the 1 st control means and the 2 nd control means of the wheel brake, respectively,

when the abnormality detection means detects an abnormality in either the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit or the 2 nd power supply relay circuit of either the 1 st control means or the 2 nd control means that has detected an abnormality is turned off, and the 1 st power supply relay circuit or the 2 nd power supply relay circuit of either the 1 st control means or the 2 nd control means that has not detected an abnormality is kept on.

11. The electric brake apparatus for vehicle according to claim 10,

the 1 st output circuit or the 2 nd output circuit is controlled to supply a current less than 100% of a current required for the wheel brake, and is configured to have a capacity exceeding a current allowable capacity or a capacity 1 times as large.

12. The electric brake apparatus for vehicle according to claim 11,

the abnormality detection means detects an abnormality in the control means of the control means and the control means on the other side, and when it is determined that the control means of the control means is normal and the control means on the other side is abnormal, the control means of the control means continues the control by 100%.

13. The electric brake apparatus for vehicle according to claim 10,

the 1 st output circuit or the 2 nd output circuit is controlled to supply a current of 50% of a current required for the wheel brake, and is configured to have a current allowable capacity or a capacity 2 times as large as a heat capacity.

14. The electric brake apparatus for vehicle according to claim 13,

the abnormality detection means detects abnormality of the own control means and the counterpart control means, and if it is determined that the own control means is normal and the counterpart control means is abnormal, the own control means performs control so as to exceed 50%.

15. An electric brake apparatus for vehicle according to any one of claims 8 to 14,

the abnormality detection means detects an abnormality in the own control means and the other-side control means, and includes a notification device that notifies the abnormality when the abnormality is detected in the own control means or the other-side control means.

16. The electric brake apparatus for vehicle according to claim 6,

setting at least one of the 1 st power supply relay circuit of the 1 st control unit, the 3 rd power supply relay circuit of the 1 st control unit, the 2 nd power supply relay circuit of the 2 nd control unit, and the 4 th power supply relay circuit of the 2 nd control unit to be on.

17. The electric brake apparatus for vehicle according to claim 6,

the vehicle electric brake device is an electric brake device provided with abnormality detection means in the 1 st control means and the 2 nd control means of the wheel brake, respectively,

when the abnormality detection means detects that there is an abnormality in either the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit, the 3 rd power supply relay circuit, or the 2 nd power supply relay circuit, the 4 th power supply relay circuit of either the 1 st control means or the 2 nd control means that has detected an abnormality is turned off.

18. The electric brake apparatus for vehicle according to claim 6,

the vehicle electric brake device is an electric brake device provided with abnormality detection means in the 1 st control means and the 2 nd control means of the wheel brake, respectively,

when the abnormality detection means detects that there is an abnormality in any one of the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit, the 3 rd power supply relay circuit, or the 2 nd power supply relay circuit, or the 4 th power supply relay circuit of any one of the 1 st control means or the 2 nd control means that has detected an abnormality is turned off, and output of a control signal to the 1 st output circuit or the 2 nd output circuit is stopped.

19. The electric brake apparatus for vehicle according to claim 6,

the vehicle electric brake device is an electric brake device provided with abnormality detection means in the 1 st control means and the 2 nd control means of the wheel brake, respectively,

when the abnormality detection means detects an abnormality in any one of the 1 st control means or the 2 nd control means, the 1 st power supply relay circuit, the 3 rd power supply relay circuit, or the 2 nd power supply relay circuit, or the 4 th power supply relay circuit of any one of the 1 st control means or the 2 nd control means that has detected an abnormality is turned off, and at least one of the 1 st power supply relay circuit, the 3 rd power supply relay circuit, or the 2 nd power supply relay circuit, or the 4 th power supply relay circuit of any one of the 1 st control means or the 2 nd control means that has not detected an abnormality is kept on.

20. The electric brake apparatus for vehicle according to claim 19,

the 1 st output circuit or the 2 nd output circuit is controlled to supply a current less than 100% of a current required for the wheel brake, and is configured to have a capacity exceeding a current allowable capacity or a capacity 1 times as large.

21. The electric brake apparatus for vehicle according to claim 19,

the abnormality detection means detects an abnormality in the control means of the control means and the control means on the other side, and when it is determined that the control means of the control means is normal and the control means on the other side is abnormal, the control means of the control means continues the control by 100%.

22. The electric brake apparatus for vehicle according to claim 19,

the 1 st output circuit or the 2 nd output circuit is controlled to supply a current of 50% of a current required for the wheel brake, and is configured to have a current allowable capacity or a capacity 2 times as large as a heat capacity.

23. The electric brake apparatus for vehicle according to claim 22,

the abnormality detection means detects abnormality of the own control means and the counterpart control means, and if it is determined that the own control means is normal and the counterpart control means is abnormal, the own control means performs control so as to exceed 50%.

24. An electric brake apparatus for vehicle according to any one of claims 17 to 23,

the abnormality detection means detects an abnormality in the own control means and the other-side control means, and includes a notification device that notifies the abnormality when the abnormality is detected in the own control means or the other-side control means.

25. A method for controlling an electric brake device for a vehicle, the method comprising a wheel brake including a motor having two independent sets of a 1 st coil winding and a 2 nd coil winding and driving a brake mechanism of a wheel of the vehicle, a 1 st control unit connected to the 1 st coil winding of the motor and controlling the motor, and a 2 nd control unit connected to the 2 nd coil winding of the motor and controlling the motor,

the 1 st central processing unit of the 1 st control unit or the 2 nd central processing unit of the 2 nd control unit determines whether or not the other side central processing unit is abnormal, determines whether or not the own central processing unit is abnormal when the other side central processing unit is not abnormal, calculates a normal control amount and outputs a control signal to the 1 st inverter circuit of the 1 st control unit or the 2 nd inverter circuit of the 2 nd control unit when the own central processing unit is not abnormal, determines whether or not the own central processing unit is abnormal when the other side central processing unit is abnormal, calculates a control amount under the condition that the other side central processing unit is abnormal and the own central processing unit is normal when the own central processing unit is not abnormal, and transmits the control amount to the 1 st inverter circuit of the 1 st control unit or the 2 nd inverter circuit of the 2 nd control unit when the other side central processing unit is abnormal and the own central processing unit is normal The converter circuit outputs a control signal to turn off the 1 st inverter circuit of the 1 st control unit or the 2 nd inverter circuit of the 2 nd control unit when an abnormality occurs in its own central processing unit.

26. A method for controlling an electric brake device for a vehicle, the method comprising a wheel brake including a motor having two independent sets of a 1 st coil winding and a 2 nd coil winding and driving a brake mechanism of a wheel of the vehicle, a 1 st control unit connected to the 1 st coil winding of the motor and controlling the motor, and a 2 nd control unit connected to the 2 nd coil winding of the motor and controlling the motor,

in the case where the wheel brake is not failed, the 1 st power relay circuit and the 2 nd power relay circuit are turned off, the 3 rd power relay circuit and the 4 th power relay circuit are turned on, power is supplied from the 3 rd power source to the 1 st control unit and the 2 nd control unit, a drive instruction of turning on is output to the 1 st inverter circuit of the 1 st control unit and a drive instruction of turning on is output to the 2 nd inverter circuit of the 2 nd control unit,

when the 1 st inverter circuit of the 1 st control unit fails, the 1 st power supply relay circuit, the 2 nd power supply relay circuit, and the 3 rd power supply relay circuit are turned off, the 4 th power supply relay circuit is kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on,

when the 2 nd inverter circuit of the 2 nd control unit fails, the 1 st power supply relay circuit, the 2 nd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 3 rd power supply relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on,

when the motor on the 1 st inverter circuit side of the 1 st control unit fails, the 1 st power supply relay circuit, the 2 nd power supply relay circuit, and the 3 rd power supply relay circuit are turned off, the 4 th power supply relay circuit is kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on,

when the motor on the 2 nd inverter circuit side of the 2 nd control unit fails, the 1 st power supply relay circuit, the 2 nd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 3 rd power supply relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on.

27. A method for controlling an electric brake device for a vehicle, the method comprising a wheel brake including a motor having two independent sets of a 1 st coil winding and a 2 nd coil winding and driving a brake mechanism of a wheel of the vehicle, a 1 st control unit connected to the 1 st coil winding of the motor and controlling the motor, and a 2 nd control unit connected to the 2 nd coil winding of the motor and controlling the motor,

in the case where the wheel brake is not failed, the 1 st power relay circuit and the 2 nd power relay circuit are turned on, the 3 rd power relay circuit and the 4 th power relay circuit are turned off, the 1 st power supply supplies power to the 1 st control unit, the 2 nd power supply supplies power to the 2 nd control unit, the 1 st inverter circuit of the 1 st control unit outputs an on drive instruction and the 2 nd inverter circuit of the 2 nd control unit outputs an on drive instruction,

when the 1 st inverter circuit of the 1 st control unit fails, the 1 st power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 2 nd power supply relay circuit is kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on,

when the 2 nd inverter circuit of the 2 nd control unit fails, the 2 nd power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 1 st power supply relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on,

when the motor on the 1 st inverter circuit side of the 1 st control unit fails, the 1 st power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 2 nd power supply relay circuit is kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on,

when the motor on the 2 nd inverter circuit side of the 2 nd control unit fails, the 2 nd power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 1 st power supply relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on.

28. A method for controlling an electric brake device for a vehicle, the method comprising a wheel brake including a motor having two independent sets of a 1 st coil winding and a 2 nd coil winding and driving a brake mechanism of a wheel of the vehicle, a 1 st control unit connected to the 1 st coil winding of the motor and controlling the motor, and a 2 nd control unit connected to the 2 nd coil winding of the motor and controlling the motor,

when the wheel brake is not failed, the 1 st power supply relay circuit, the 2 nd power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned on, power is supplied from the 3 rd power supply to the 1 st control unit, the 2 nd control unit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit, and a drive instruction of turning on is output to the 1 st inverter circuit of the 1 st control unit and a drive instruction of turning on is output to the 2 nd inverter circuit of the 2 nd control unit,

in the case where the 1 st inverter circuit of the 1 st control unit has failed, the 1 st power supply relay circuit and the 3 rd power supply relay circuit are turned off, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are continuously kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is continuously kept on,

in the case where the 2 nd inverter circuit of the 2 nd control unit fails, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are turned off, the 1 st power supply relay circuit and the 3 rd power supply relay circuit are continuously kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is continuously kept on,

when the motor on the 1 st inverter circuit side of the 1 st control unit fails, the 1 st power supply relay circuit and the 3 rd power supply relay circuit are turned off, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, and a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on,

when the motor on the 2 nd inverter circuit side of the 2 nd control unit fails, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are turned off, the 1 st power supply relay circuit and the 3 rd power supply relay circuit are continuously kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is continuously kept on.

Technical Field

The present application relates to an electric brake device for a vehicle and a control method thereof.

Background

As an alternative to a hydraulic brake device that has been used conventionally, an electric brake device that obtains a vehicle braking force by driving an electric motor has been developed. The brake device performs an important function of the vehicle, and a redundant system is required to safely stop the vehicle even if a failure occurs.

For example, patent document 1 discloses an electric brake device for a vehicle in which two coil windings are arranged in parallel in one motor, and even when one of the two coil windings fails, the motor is driven by the other normal coil winding.

Documents of the prior art

Patent document

Patent document 1: japanese patent No. 3941243

Disclosure of Invention

Technical problem to be solved by the invention

In the structure of the above-described conventional patent document 1, even if one coil winding of one motor fails, the motor can be driven by another normal coil winding to obtain the braking force of the vehicle.

However, in the configuration of the above-described conventional patent document 1, although it is possible to cope with a failure of the coil winding of the motor, there is a problem that the braking force of the vehicle cannot be obtained when the inverter fails because there is only one inverter (three-phase bridge circuit) for driving the motor.

The present application discloses a technique for solving the above-described problem, and an object thereof is to provide an electric brake device for a vehicle, which can be safely stopped even if a failure occurs.

Technical scheme for solving technical problem

An electric brake device for a vehicle according to the present invention includes a wheel brake connected to a power supply mounted on the vehicle and braking a brake mechanism of a wheel of the vehicle, the wheel brake including an electric motor having two independent sets of a 1 st coil winding and a 2 nd coil winding and driving the brake mechanism of the wheel of the vehicle, a 1 st control unit connected to the 1 st coil winding of the electric motor and controlling the electric motor, and a 2 nd control unit connected to the 2 nd coil winding of the electric motor and controlling the electric motor, the wheel brake being provided to at least one of the wheels of the vehicle.

In the method for controlling the electric brake device for a vehicle disclosed in the present application, the 1 st central processing unit of the 1 st control unit or the 2 nd central processing unit of the 2 nd control unit determines whether or not the other side central processing unit is abnormal, determines whether or not the other side central processing unit is abnormal when the other side central processing unit is not abnormal, calculates a normal control amount and outputs a control signal to the 1 st inverter circuit of the 1 st control unit or the 2 nd inverter circuit of the 2 nd control unit when the other side central processing unit is not abnormal, determines whether or not the other side central processing unit is abnormal when the other side central processing unit is abnormal, and calculates the other side central processing unit is abnormal when the other side central processing unit is not abnormal, A control amount under a condition that the own central processing unit is normal outputs a control signal to the 1 st inverter circuit of the 1 st control unit or the 2 nd inverter circuit of the 2 nd control unit, and when an abnormality occurs in the own central processing unit, outputs a control signal to turn off the inverter circuit 1 of the 1 st control unit or the inverter circuit 2 of the 2 nd control unit.

In the method for controlling the electric brake device for a vehicle disclosed in the present application, when the wheel brake is not in a failure, the 1 st power relay circuit and the 2 nd power relay circuit are turned off, the 3 rd power relay circuit and the 4 th power relay circuit are turned on, the 3 rd power supply supplies power to the 1 st control unit and the 2 nd control unit, the 1 st inverter circuit of the 1 st control unit outputs an on drive instruction and the 2 nd inverter circuit of the 2 nd control unit outputs an on drive instruction, and when the 1 st inverter circuit of the 1 st control unit is in a failure, the 1 st power relay circuit, the 2 nd power relay circuit and the 3 rd power relay circuit are turned off, the 4 th power relay circuit is kept on, and the 1 st inverter circuit of the 1 st control unit is turned off, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on, the 1 st power source relay circuit, the 2 nd power source relay circuit, and the 4 th power source relay circuit are kept off, the 3 rd power source relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept off, a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on, and the 1 st power source relay circuit, the 2 nd power source relay circuit, and the 3 rd power source relay circuit are kept off, and the 4 th power source relay circuit is kept on, when a motor on the 1 st inverter circuit side of the 1 st control unit fails, the control device is configured to turn off a drive instruction to the 1 st inverter circuit of the 1 st control unit and to keep on the drive instruction to the 2 nd inverter circuit of the 2 nd control unit, and when a motor on the 2 nd inverter circuit side of the 2 nd control unit has failed, the 1 st power relay circuit, the 2 nd power relay circuit, and the 4 th power relay circuit are turned off, the 3 rd power relay circuit is kept on, and to turn off a drive instruction to the 2 nd inverter circuit of the 2 nd control unit and to keep on the drive instruction to the 1 st inverter circuit of the 1 st control unit.

In the method for controlling the electric brake device for a vehicle disclosed in the present application, when the wheel brake is not in a failure, the 1 st power supply relay circuit and the 2 nd power supply relay circuit are turned on, the 3 rd power supply relay circuit and the 4 th power supply relay circuit are turned off, the 1 st power supply supplies power to the 1 st control unit, the 2 nd power supply supplies power to the 2 nd control unit, the 1 st inverter circuit of the 1 st control unit outputs a drive instruction of being on and the 2 nd inverter circuit of the 2 nd control unit outputs a drive instruction of being on, and when the 1 st inverter circuit of the 1 st control unit is in a failure, the 1 st power supply relay circuit, the 3 rd power supply relay circuit and the 4 th power supply relay circuit are turned off and the 2 nd power supply relay circuit is kept on, setting a drive instruction to the 1 st inverter circuit of the 1 st control unit to off, setting a drive instruction to the 2 nd inverter circuit of the 2 nd control unit to continue to keep on, setting the 2 nd power source relay circuit, the 3 rd power source relay circuit, and the 4 th power source relay circuit to off, the 1 st power source relay circuit to continue to keep on, setting a drive instruction to the 2 nd inverter circuit of the 2 nd control unit to off, setting a drive instruction to the 1 st inverter circuit of the 1 st control unit to continue to keep on, and setting the 1 st power source relay circuit, the 3 rd power source relay circuit, and the 4 th power source relay circuit to off, when a motor of the 1 st inverter circuit of the 1 st control unit fails, the 2 nd power supply relay circuit is kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is turned off, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is kept on, when a motor on the 2 nd inverter circuit side of the 2 nd control unit has failed, the 2 nd power supply relay circuit, the 3 rd power supply relay circuit, and the 4 th power supply relay circuit are turned off, the 1 st power supply relay circuit is kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is turned off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is kept on.

In the method for controlling the electric brake device for a vehicle disclosed in the present application, when the wheel brake is not in a failure, the 1 st power relay circuit, the 2 nd power relay circuit, the 3 rd power relay circuit, and the 4 th power relay circuit are turned on, power is supplied from the 3 rd power supply to the 1 st control unit, the 2 nd control unit, the 3 rd power relay circuit, and the 4 th power relay circuit, an on drive instruction is output to the 1 st inverter circuit of the 1 st control unit and an on drive instruction is output to the 2 nd inverter circuit of the 2 nd control unit, and when the 1 st inverter circuit of the 1 st control unit is in a failure, the 1 st power relay circuit and the 3 rd power relay circuit are turned off, and the 2 nd power relay circuit and the 4 th power relay circuit are continuously kept on, setting a drive instruction to the 1 st inverter circuit of the 1 st control unit to off, setting a drive instruction to the 2 nd inverter circuit of the 2 nd control unit to continue to keep on, setting the 2 nd power source relay circuit and the 4 th power source relay circuit to off, setting the 1 st power source relay circuit and the 3 rd power source relay circuit to continue to keep on, setting a drive instruction to the 2 nd inverter circuit of the 2 nd control unit to off, setting a drive instruction to the 1 st inverter circuit of the 1 st control unit to continue to keep on, setting the 1 st power source relay circuit and the 3 rd power source relay circuit to off, in the case of a motor failure of the 1 st inverter circuit of the 1 st control unit, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are continuously kept on, a drive instruction to the 1 st inverter circuit of the 1 st control unit is set to off, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is continuously kept on, when a motor on the 2 nd inverter circuit side of the 2 nd control unit has a failure, the 2 nd power supply relay circuit and the 4 th power supply relay circuit are set to off, the 1 st power supply relay circuit and the 3 rd power supply relay circuit are continuously kept on, a drive instruction to the 2 nd inverter circuit of the 2 nd control unit is set to off, and a drive instruction to the 1 st inverter circuit of the 1 st control unit is continuously kept on.

Effects of the invention

According to the electric brake device for a vehicle and the control method thereof disclosed in the present application, it is possible to obtain the electric brake device for a vehicle and the control method thereof, which can safely stop the vehicle even when a component related to the electric brake device for a vehicle has a failure.

Drawings

Fig. 1 is a circuit diagram showing a wheel brake in an electric brake device for a vehicle according to embodiment 1.

Fig. 2 is a flowchart for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 1.

Fig. 3 is a circuit diagram showing a connection state of a wheel brake, a brake mechanism, and a battery in the electric brake device according to embodiment 1.

Fig. 4 is a block diagram showing a vehicle electric brake device according to embodiment 1.

Fig. 5 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1.

Fig. 6 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1.

Fig. 7 is a circuit diagram showing another example of the connection state of the wheel brakes, the brake mechanism, and the battery in the electric vehicle brake device according to embodiment 1.

Fig. 8 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1.

Fig. 9 is a circuit diagram showing a connection state of a wheel brake, a brake mechanism, and a battery in the electric brake device for a vehicle according to embodiment 2.

Fig. 10 is a block diagram showing an electric brake device for a vehicle according to embodiment 2.

Fig. 11 is a circuit diagram showing a wheel brake in the vehicular electric brake device according to embodiment 2.

Fig. 12 is a circuit diagram showing another example of the connection state of the wheel brakes, the brake mechanism, and the battery in the electric vehicle brake device according to embodiment 2.

Fig. 13 is a block diagram showing another example of the vehicular electric brake device according to embodiment 2.

Fig. 14 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 3.

Fig. 15 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 4.

Fig. 16 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 5.

Fig. 17 is a circuit diagram showing hardware of the 1 st CPU and the 2 nd CPU in the embodiment.

Detailed Description

Embodiment 1.

The present embodiment 1 will be described below with reference to fig. 1 to 8, but the same or corresponding parts and portions are denoted by the same reference numerals in the drawings. Fig. 1 is a circuit diagram showing a wheel brake in an electric brake device for a vehicle according to embodiment 1. Fig. 2 is a flowchart for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 1. Fig. 3 is a circuit diagram showing a connection state between a wheel brake, a brake mechanism, and a battery in the electric vehicle brake device according to embodiment 1. Fig. 4 is a block diagram showing a vehicle electric brake device according to embodiment 1. Fig. 5 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1. Fig. 6 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1. Fig. 7 is a circuit diagram showing another example of the connection state of the wheel brakes, the brake mechanism, and the battery in the electric vehicle brake device according to embodiment 1. Fig. 8 is a block diagram showing another example of the vehicular electric brake device according to embodiment 1.

In fig. 1, the motor 2 includes two sets of three-phase 1 st and 2 nd coil windings 2a and 2b independent of a single rotor (not shown). The 1 st control unit 1a drives and controls the 1 st coil winding 2a of the motor 2, and the 2 nd control unit 1b drives and controls the 2 nd coil winding 2b of the motor 2 to operate the brake actuator. The 1 st control unit 1a includes a 1 st inverter circuit 3a, a 1 st control circuit unit 4a on which a 1 st central processing unit (hereinafter, referred to as 1 st CPU)10a is mounted, a 1 st power relay switching element 5a forming a 1 st power relay circuit, and the like. The 2 nd control unit 1b includes a 2 nd inverter circuit 3b, a 2 nd control circuit unit 4b on which a 2 nd central processing unit (hereinafter, referred to as a 2 nd CPU)10b is mounted, a 2 nd power relay switching element 5b forming a 2 nd power relay circuit, and the like.

Further, power is supplied from a battery 9 as a power source mounted on the vehicle to the 1 st control circuit unit 4a via the 1 st power supply circuit 13a and to the 2 nd control circuit unit 4b via the 2 nd power supply circuit 13b via an ignition switch 7.

Information of a load sensor mounted in the vicinity of the brake actuator to detect the pressing force of the brake actuator, a speed sensor to detect the traveling speed of the vehicle, and the like is input from the sensor 8 to the 1 st control circuit unit 4a and the 2 nd control circuit unit 4 b. The 1 st control unit 1a and the 2 nd control unit 1b are provided with a plurality of terminals 17a, 17b, and 17c for connecting to external devices, and specifically, are arranged by fixing connectors to a circuit board.

The information from the sensor 8 is transmitted to the 1 st CPU10a via the 1 st input circuit 12a of the 1 st control circuit part 4a, and to the 2 nd CPU10b via the 2 nd input circuit 12b of the 2 nd control circuit part 4 b. The 1 st CPU10a and the 2 nd CPU10b calculate a current value for rotating the motor 2 based on the input information, and output a control signal to the 1 st output circuit 11a and a control signal to the 2 nd output circuit 11 b. The 1 st output circuit 11a and the 2 nd output circuit 11b receive input signals, and output control signals for controlling the switching elements of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b constituting the output circuits.

Since only a small current flows through the 1 st output circuit 11a and the 2 nd output circuit 11b, they are disposed in the 1 st control circuit unit 4a and the 2 nd control circuit unit 4b, but they may be disposed in the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b, respectively.

The 1 st inverter circuit 3a and the 2 nd inverter circuit 3b have the same circuit configuration for each phase (U1, V1, W1) of the 1 st coil winding 2a of the motor 2 and each phase (U2, V2, W2) of the 2 nd coil winding 2b of the motor 2, and are configured to supply current to each phase of the 1 st coil winding 2a and each phase of the 2 nd coil winding 2b independently.

The 1 st inverter circuit 3a is provided with a 1 st upper arm switching element (31U1, 31V1, 31W1) for supplying an output current to a 1 st coil winding 2a (U1, V1, W1) of three phases of the motor 2, a 1 st lower arm switching element (32U1, 32V1, 32W1), a 1 st motor relay switching element 34U1, 34V1, 34W1 for connecting or disconnecting a wiring to or from each phase U1, V1, W1 of the 1 st coil winding 2a of the motor 2, a 1 st shunt resistor 33U1, 33V1, 33W1 for detecting a current, and a 1 st noise suppressing capacitor 30U1, 30V1, 30W 1.

The 2 nd inverter circuit 3b is provided with a 2 nd upper arm switching element (31U2, 31V2, 31W2) for supplying an output current to the 2 nd coil winding 2b (U2, V2, W2) of the three phases of the motor 2, a 2 nd lower arm switching element (32U2, 32V2, 32W2), a 2 nd motor relay switching element 34U2, 34V2, 34W2 for connecting or disconnecting the wiring to or from each phase U2, V2, W2 of the 2 nd coil winding 2b of the motor 2, a 2 nd shunt resistor 33U2, 33V2, 33W2 for detecting a current, and a 2 nd noise suppressing capacitor 30U2, 30V2, 30W 2.

Further, the potential difference between the two terminals of the 1 st shunt resistor 33U1, 33V1, 33W1, the potential difference between the two terminals of the 2 nd shunt resistor 33U2, 33V2, 33W2, the voltage of the terminal of the 1 st coil winding 2a of the motor 2, the voltage of the terminal of the 2 nd coil winding 2b, and the like are also input to the 1 st input circuit 12a and the 2 nd input circuit 12b, respectively. These pieces of information are also input to the 1 st CPU10a and the 2 nd CPU10b, and are configured to calculate a difference between detection values corresponding to the calculated current values to perform so-called feedback control, and supply a required motor current to drive the brake actuator.

Further, control signals for the 1 st power relay switching device 5a and the 2 nd power relay switching device 5b are output, and the 1 st power relay switching device 5a and the 2 nd power relay switching device 5b can cut off the supply of current to the 1 st coil winding 2a and the 2 nd coil winding 2b of the motor 2. Similarly, the 1 st motor relay switching element 34U1, 34V1, 34W1 and the 2 nd motor relay switching element 34U2, 34V2, 34W2 can independently cut off the current supply to the 1 st coil winding 2a and the 2 nd coil winding 2b of the motor 2, respectively.

Here, in order to suppress the release of noise due to pulse width modulation of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b, the 1 st filter 6a and the 2 nd filter 6b, which are composed of a capacitor and a coil, are connected to the power supply terminal (+ B, GND) of the battery 9. Further, since the 1 st power relay switching element 5a and the 2 nd power relay switching element 5b generate heat by a large current flowing through them, they may be configured to be incorporated in the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b, respectively, and to be coupled to the radiators of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3 to radiate heat.

The 1 st CPU10a and the 2 nd CPU10b have abnormality detection means for detecting abnormality of the 1 st inverter circuit 3a, the 2 nd inverter circuit 3b, the 1 st coil winding 2a (U1, V1, W1) of the motor 2, the 2 nd coil winding 2b (U2, V2, W2) of the motor 2, and the like based on various information inputted, and when abnormality is detected, the 1 st power relay switching element 5a and the 2 nd power relay switching element 5b are turned off and the battery 9 is shut off based on the abnormality. Alternatively, only the 1 st motor relay switching element 34U1, 34V1, 34W1 and the 2 nd motor relay switching element 34U2, 34V2, 34W2 may be turned off to cut off the current supply. When an abnormality is detected, the 1 st CPU10a and the 2 nd CPU10b are configured to supply power to the notification device 15 such as a lamp to turn on the notification device via the 1 st drive circuit 16a and the 2 nd drive circuit 16 b.

On the other hand, the motor 2 is a brushless motor in which two sets of three-phase 1 st and 2 nd coil windings 2a and 2b are star-connected, and a 1 st and a 2 nd rotation sensors 19a and 19b for detecting the rotational position of the rotor are mounted. In order to ensure a redundant system, two sets of sensors (not shown) are also mounted on the 1 st rotation sensor 19a and the 2 nd rotation sensor 19b, respectively, and the rotation information of the rotor is transmitted to the 1 st input circuit 12a and the 2 nd input circuit 12b of the 1 st control circuit unit 4a and the 2 nd control circuit unit 4b, respectively.

The motor 2 may be a delta-connected brushless motor instead of a three-phase star-connected brushless motor, or may be a two-pole two-pair brush motor. In addition, the specification of the coil winding may be distributed winding or concentrated winding. However, even if only one coil winding or two coil windings are provided, it is necessary to provide a structure capable of outputting a desired motor rotation speed and torque.

As an example, the electric motor 2 constituting the wheel brake 50 is connected to the brake mechanism 40 as shown in fig. 3, and plays a role of braking the vehicle. Specifically, the brake device is configured to include a friction material (not shown) that rotates together with a wheel (not shown) mounted on the vehicle and a friction material (not shown) that moves by the power of the motor 2, and to obtain the braking force of the vehicle by pressing the friction material against the friction material.

As described above, the 1 st control unit 1a and the 2 nd control unit 1b constituting the wheel brake 50 are respectively configured to be able to independently drive the electric motor 2 using the input information, the calculated value, and the detected value independently.

Further, a communication line 14 is connected between the 1 st CPU10a and the 2 nd CPU10b, so that the 1 st CPU10a and the 2 nd CPU10b can exchange data and information. The exchange of information through the communication line 14 can grasp the operation states of the 1 st CPU10a and the 2 nd CPU10b on the other side, respectively. For example, the 1 st CPU10a can detect an abnormality and transmit a case where a predetermined switching element is turned off to the 2 nd CPU10 b. If the 1 st CPU10a or the 2 nd CPU10b itself has an abnormality, it is not possible to exchange a regular communication signal of a predetermined format, and one CPU can grasp that the other CPU has an abnormality.

Next, the circuit configuration and the control method in the motor structure described above will be described.

The control of each circuit is basically processed according to the programs of the 1 st CPU10a and the 2 nd CPU10b, and thus the description is made according to the flowchart shown in fig. 2. The 1 st CPU10a and the 2 nd CPU10b perform substantially the same processing. First, the 1 st CPU10a will be explained.

First, when the ignition switch 7 is turned on, the 1 st power supply circuit 13a supplies a current to the 1 st CPU10a, and the processing is started.

In step S1, the RAM, ROM, ports, and the like are initialized. Next, in step S2, all the information input via the 1 st input circuit 12a is acquired and stored. This information also includes communication data of the 2 nd CPU10b on the other side.

In step S3, it is checked whether or not there is abnormality detection in the 2 nd CPU10b on the partner side. Whether or not there is an abnormality on the other side can be determined by interpreting the communication data with the 2 nd CPU10b on the other side. If No abnormality occurs in the 2 nd CPU10b on the partner side (N: No), it is checked in step S4 whether or not the 1 st CPU10a itself has an abnormality. If no abnormality is detected (N), the process proceeds to step S5, and the normal control amount 1 is calculated in which no abnormality occurs in either the 1 st CPU10a or the 2 nd CPU10 b.

On the other hand, when an abnormality occurs in the 2 nd CPU10b on the partner side in step S3 (Y: Yes), the process proceeds to step S6, and it is checked whether or not the 1 st CPU10a itself has an abnormality, in the same manner as in step S4. Here, when an abnormality occurs in the 1 st CPU10a (Y), the process proceeds to step S11, and the process in the case of an abnormality is performed. If the 1 st CPU10a itself has no abnormality (N), the process proceeds to step S7, and the control amount 2 under the condition that the 2 nd CPU10b on the other side is abnormal and the 1 st CPU10a itself is normal is calculated. Thereafter, the process proceeds to step S8.

Next, in step S4 or step S6, when it is determined that the 1 st CPU10a itself has an abnormality, the process proceeds to step S11, where a control signal is output so that the output to the 1 st output circuit 11a is stopped. In addition, the abnormality may be classified into a plurality of levels based on the occurrence of the abnormality. For example, when the ground or power supply of the coil windings 2a and 2b or the switching elements of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b is short-circuited, a control signal is output so that all the switching elements including the 1 st power supply relay switching element 5a are turned off.

In addition, when an open failure occurs in one of the 1 st upper arm switching elements (31U1, 31V1, 31W1) and the 1 st lower arm switching elements (32U1, 32V1, 32W1) of the 1 st inverter circuit 3a or the 1 st motor relay switching elements 34U1, 34V1, 34W1, only the abnormal phase stops the driving of the switching elements, and the other phases can output control commands as normal. Alternatively, when an open failure occurs in one of the 2 nd upper arm switching elements (31U2, 31V2, 31W2), the 2 nd lower arm switching elements (32U2, 32V2, 32W2) of the 2 nd inverter circuit 3b, or the 2 nd motor relay switching elements 34U2, 34V2, 34W2, only the abnormal phase stops the driving of the switching elements, and the other phases can output control commands as normal. Therefore, in step S11, it can be set that control of processing a part of the processing can be continued in addition to the processing in the abnormal state of the full stop state. In addition, even when the two-phase driving is possible as described above, the processing of calculating the control amount is necessary, and therefore, the processing in steps S5 and S7 may be more efficient.

Next, in step S12, data of the abnormal state is transmitted using the communication line 14. The data is transmitted including the level of abnormality, for example, when all the switching elements are in the off state. In addition, in the state where only one of the phases is disconnected, the control amount in this case can be transmitted including the ratio compared with the normal state, but the communication of the abnormal content can be processed in step S9 and step S10. This makes it possible to grasp the contents of abnormality of the second CPU10 b. Therefore, the control amount of the 1 st CPU10a can be corrected and output according to the abnormality of the 2 nd CPU10b on the other side.

Next, in step S5, a method of calculating the control amount in the normal state in which no abnormality occurs in either the 1 st control unit 1a or the 2 nd control unit 1b will be described.

In step S5, the required current value is calculated according to the conditions such as the required pressing force and the vehicle speed, and is divided into 1/2. The current value of 1/2 is a control quantity for which a control unit is responsible. The current currently supplied is detected from the potential difference of the 1 st shunt resistor 33U1, 33V1, 33W1, and the difference between the target value and the detected value is output as a control command value.

On the other hand, since the other side system is abnormal in step S7, it is necessary to calculate and supply the current value required only for its own system as the control amount 2. Alternatively, if the other system performs two-phase driving with only 1-phase abnormality, the current value supplied to 2/3 is calculated and the control command value calculated thereby is output. When the other system is not in a state in which all the motors can be driven, the other system controls the other system so that all the calculated control amounts are output from the other system. When an abnormality occurs in only phase 1 as described above, the control amount for driving the two phases can be calculated in step S5 or step S7. That is, the control amount can be obtained by performing calculation in substantially the same procedure as in the normal state and finally correcting the calculation to 2-phase drive. Further, the 1 st CPU10a and the 2 nd CPU10b can be executed in the same step of changing only the allocation rate, and the control logic can be simplified in the capacity map.

Next, in step S8, a control command is output so that each switching element can be driven based on the control command value. Since the upper and lower arm switching elements of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b are subjected to pulse width modulation, control signals corresponding thereto are output.

In step S9, it is checked whether there is an abnormality. Specifically, the abnormality can be detected by a method of detecting the current flowing when each switching element is driven by the 1 st shunt resistor 33U1, 33V1, 33W1, and the 2 nd shunt resistor 33U2, 33V2, 33W2, and by monitoring the voltage at the coil winding terminal of the motor and determining the presence of a predetermined voltage when the switching element is driven.

In addition, even when the difference between the detected current value and the target current value does not approach each other even after the lapse of a predetermined time, there is a possibility of electric leakage, and therefore it can be determined that there is an abnormality.

As described above, by monitoring the voltage and current of each part to detect an abnormality, it is possible to detect an abnormality even in only 1 phase.

When the abnormality is detected, the 1 st CPU10a stores the abnormality including the abnormality, and notifies the 2 nd CPU10b on the other side of the abnormality via the communication line 14 in step S10. If there is other necessary information, it is effective to transmit the information while being included in the processing. For example, it is also possible to detect the accuracy of the control amount calculation between the 1 st input circuit 12a and the control amount information by exchanging the information.

Next, in step S13, the processing is performed by waiting until a predetermined time, for example, 5 msec, has elapsed, and when the predetermined time (Y) has elapsed, the processing returns to step S2, and the same steps are repeated again to advance the processing.

Although the explanation is omitted, the 2 nd CPU10b similarly executes the processing operation of the 1 st CPU10a described above, thereby configuring a dual redundant system.

Next, the 2 nd CPU10b will be explained. First, when the ignition switch 7 is turned on, a current is supplied to the 2 nd CPU10b through the 2 nd power supply circuit 13b, and the processing is started.

In step S1, the RAM, ROM, ports, and the like are initialized. Next, in step S2, all the information input via the 2 nd input circuit 12b is acquired and stored. This information also includes communication data of the 1 st CPU10a on the other side.

In step S3, it is checked whether or not there is abnormality detection in the 1 st CPU10a on the partner side. Whether or not there is an abnormality on the other side can be determined by interpreting the communication data with the 1 st CPU10a on the other side. If No abnormality occurs in the 1 st CPU10a on the other side (N: No), it is checked in step S4 whether or not the 2 nd CPU10b itself has an abnormality. If no abnormality is detected (N), the process proceeds to step S5, and the normal control amount 1 is calculated in which no abnormality occurs in either the 1 st CPU10a or the 2 nd CPU10 b.

On the other hand, when an abnormality occurs in the 1 st CPU10a on the other side in step S3 (Y: Yes), the process proceeds to step S6, and it is checked whether or not the 2 nd CPU10b itself has an abnormality, similarly to step S4. Here, when an abnormality occurs in the 2 nd CPU10b (Y), the process proceeds to step S11, and the process in the case of an abnormality is performed. If the 2 nd CPU10b itself has no abnormality (N), the process proceeds to step S7, and the control amount 2 under the condition that the 1 st CPU10a on the other side is abnormal and the 2 nd CPU10b itself is normal is calculated. Thereafter, the process proceeds to step S8.

Next, in step S4 or step S6, when it is determined that the 2 nd CPU10b itself has an abnormality, the process proceeds to step S11, where a control signal is output so that the output to the 2 nd output circuit 11b is stopped. In addition, the abnormality may be classified into a plurality of levels based on the occurrence of the abnormality. For example, when the ground or power supply of the switching elements of the 1 st coil winding 2a, the 2 nd coil winding 2b, the 1 st inverter circuit 3a, and the 2 nd inverter circuit 3b is short-circuited, a control signal is output so that all the switching elements including the 2 nd power supply relay switching element 5b are turned off.

In addition, when an open failure occurs in one of the 2 nd upper arm switching elements (31U2, 31V2, 31W2), the 2 nd lower arm switching elements (32U2, 32V2, 32W2) of the 2 nd inverter circuit 3b, or the 2 nd motor relay switching elements 34U2, 34V2, 34W2, only the abnormal phase stops the driving of the switching elements, and the other phases can output control commands as normal. Alternatively, when an open failure occurs in one of the 1 st upper arm switching elements (31U1, 31V1, 31W1) and the 1 st lower arm switching elements (32U1, 32V1, 32W1) of the 1 st inverter circuit 3a or the 1 st motor relay switching elements 34U1, 34V1, 34W1, only the abnormal phase stops the driving of the switching elements, and the other phases can output control commands as normal. Therefore, in step S11, it can be set that control of processing a part of the processing can be continued in addition to the processing in the abnormal state of the full stop state. In addition, even when the two-phase driving is possible as described above, the processing of calculating the control amount is necessary, and therefore, the processing in steps S5 and S7 may be more efficient.

Next, in step S12, data of the abnormal state is transmitted using the communication line 14. The data is transmitted including the level of abnormality, for example, when all the switching elements are in the off state. In addition, in the state where only one of the phases is disconnected, the control amount in this case can be transmitted including the ratio compared with the normal state, but the communication of the abnormal content can be processed in step S9 and step S10. This makes it possible to grasp even the contents of the abnormality on the other side. Therefore, the control amount of the 2 nd CPU10b can be corrected and output according to the abnormality of the 1 st CPU10a on the other side.

Next, in step S5, a method of calculating the control amount in the normal state in which no abnormality occurs in either the 1 st control unit 1a or the 2 nd control unit 1b will be described.

In step S5, the required current value is calculated according to the conditions such as the required pressing force and the vehicle speed, and is divided into 1/2. The current value of 1/2 is a control quantity for which a control unit is responsible. The current currently supplied is detected from the potential difference of the 2 nd shunt resistor 33U2, 33V2, 33W2, and the difference between the target value and the detected value is output as a control command value.

On the other hand, since the other side system is abnormal in step S7, it is necessary to calculate and supply the current value required only for its own system as the control amount 2. Alternatively, if the other system performs two-phase driving with only 1-phase abnormality, the current value supplied to 2/3 is calculated and the control command value calculated thereby is output. When the other-side system is not in a state in which all the motors can be driven, the other-side system performs control such that all the calculated control amounts are output from its own system. When an abnormality occurs in only phase 1 as described above, the control amount for driving the two phases can be calculated in step S5 or step S7. That is, the control amount can be obtained by performing calculation in substantially the same procedure as in the normal state and finally correcting the calculation to 2-phase drive. Further, the 1 st CPU10a and the 2 nd CPU10b can be executed in the same step of changing only the allocation rate, and the control logic can be simplified in the capacity map.

Next, in step S8, a control command is output so that each switching element can be driven based on the control command value. Since the upper and lower arm switching elements of the 1 st inverter circuit 3a and the 2 nd inverter circuit 3b are subjected to pulse width modulation, control signals corresponding thereto are output.

In step S9, it is checked whether there is an abnormality. Specifically, the abnormality can be detected by a method of detecting the current flowing when each switching element is driven by the 1 st shunt resistor 33U1, 33V1, 33W1, and the 2 nd shunt resistor 33U2, 33V2, 33W2, and by monitoring the voltage at the coil winding terminal of the motor and determining the presence of a predetermined voltage when the switching element is driven.

In addition, even when the difference between the detected current value and the target current value does not approach each other even after the lapse of a predetermined time, there is a possibility of electric leakage, and therefore it can be determined that there is an abnormality.

As described above, by monitoring the voltage and current of each part to detect an abnormality, it is possible to detect an abnormality even in only 1 phase.

When the abnormality is detected, the 2 nd CPU10b stores the abnormality including the abnormality in advance, and notifies the 1 st CPU10a on the other side of the abnormality via the communication line 14 in step S10. If there is other necessary information, it is effective to transmit the information while being included in the processing. For example, the information of the 2 nd input circuit 12b and the control amount information may be exchanged to check the accuracy of the control amount calculation between them.

Next, in step S13, the processing is performed by waiting until a predetermined time, for example, 5 msec, has elapsed, and when the predetermined time (Y) has elapsed, the processing returns to step S2, and the same steps are repeated again to advance the processing.

Therefore, in the normal state where there is no abnormality, the control units control the motor 2 in 1/2 each, but when one of them is abnormal, the power supply relay connected to the system is turned off, and the power supply relay connected to the normal system is kept on, and even in the worst case, the normal CPU can continue the control by 100%, and the brake actuator is not likely to be driven.

Further, a function of notifying not only the abnormality of the own system but also the abnormality of the other side system can be added, and the driver can be notified of the abnormality occurrence reliably and which side of the motor 2 has the abnormality. This notification can be realized by, for example, operating the notification device 15 in step S10 or step S12 based on the output at the time of abnormality in step S9 or step S11.

Even in a normal state where no abnormality occurs, for example, when the temperature of one control unit is higher than that of the other control unit, imbalance control can be performed as in 1/3-2/3. This situation enables one party to notify the other party of the information for help by transmitting the information to the other party via the communication line 14. Further, even when the vehicle is exposed to a high temperature, both are in a high-load state, and therefore, the target values can be lowered from each other, and occurrence of a failure can be prevented.

In addition, although the sharing ratio of the control amount can be changed arbitrarily in theory, it is advantageous to simplify the control specification and the program of the CPU to set the ratio only in 2 and 3 stages, and further, it is advantageous in terms of coping with an abnormality of the CPU itself. For example, the normal side is set to 3-step levels of 50%, 60%, and 100%, and the abnormal side is set to 50%, 35%, and 0%.

In the above embodiment, the communication 1 and the communication 2 in steps S10 and S12 are provided independently at two locations, but the output systems may be independent from each other in consideration of the occurrence of an abnormality, or may be set to 1 in total. The abnormality detecting unit in step S9 is disposed after the output step S8, but may be disposed between step S2 and step S3, for example.

In particular, the switching elements in the 1 st control unit 1a and the 2 nd control unit 1b need to sufficiently ensure heat dissipation properties in consideration of 100% driving. Specifically, the element itself needs to be designed in consideration of the current capacity and the heat sink structure for heat dissipation. In the motor 2, it is necessary to design specifications of the coil and the magnet and scales of the components so that a maximum torque with respect to a desired rotation speed can be output even with only one set of three-phase coil windings.

In addition, when one of the radiators is abnormal, if the radiator (not shown) is single, the entire radiator can be used by only one system, and the heat radiation performance can be improved. In addition, the single heat sink (not shown) can also eliminate thermal variation to form uniform heat distribution.

Various sensors can be appropriately mounted, and the present invention is not limited to the sensor described in the present embodiment. For example, the 1 st and 2 nd shunt resistors may be non-contact current sensors. Further, although a connector, a motor relay, a noise suppression capacitor, a filter, and the like are mounted, these may not be mounted, or may be mounted with a different structure, and similar effects can be obtained.

A wheel brake 50 shown in fig. 3 is a device for braking at least one of wheels mounted on a vehicle. The electric brake device for a vehicle according to embodiment 1 of the present application is configured by a combination of the battery 9, the brake mechanism 40, and the wheel brake 50, and is mounted on the vehicle.

The wheel brake 50 is configured by a motor 2 including two sets of a 1 st coil winding 2a and a 2 nd coil winding 2b of three phases independent of a single rotor (not shown), a 1 st control unit 1a connected to the 1 st coil winding 2a of the motor 2 to control the 1 st coil winding 2a of the motor 2, and a 2 nd control unit 1b connected to the 2 nd coil winding 2b of the motor 2 to control the 2 nd coil winding 2b of the motor 2. The battery 9 serving as a power source is shown in one example, and the battery 9 is connected to the 1 st control unit 1a and the 2 nd control unit 1b, respectively, and the motor 2 is connected to the brake mechanism 40.

The 1 st inverter circuit 3a of the 1 st control unit 1a has a three-phase circuit configuration for each phase (U1, V1, W1) of the 1 st coil winding 2a of the motor 2, and is configured to supply current to each phase of the 1 st coil winding 2a independently. The 2 nd inverter circuit 3b of the 2 nd control unit 1b has a three-phase circuit configuration for each phase (U2, V2, W2) of the 2 nd coil winding 2b of the motor 2, and is configured to supply current to each phase of the 2 nd coil winding 2b independently.

Fig. 4 to 6 show an example of a vehicle electric brake device according to embodiment 1. Reference numeral 60 denotes a vehicle on which 4 wheels 41a, 41b, 41c, and 41d are mounted. The wheels 41a to 41d are respectively mounted with brake mechanisms 40a, 40b, 40c, and 40 d. Although not shown in the drawings, the brake mechanisms 40a, 40b, 40c, and 40d are not a mechanism relating to electric braking, which is a feature of the present application, but are equivalent hydraulic brake mechanisms in the related art, and the drawings and the description are omitted. The wheels 50a, 50b, 50c, and 50d are wheel brakes, and are connected to the battery 9.

Description will be made of the arrangement of the wheel brakes 50a to 50d, in the example of fig. 4, the case where the wheel brakes 50a and 50b are connected to the front two wheels 41a and 41b, respectively, in the example of fig. 5, the case where the wheel brakes 50c and 50d are connected to the rear two wheels 41c and 41d, respectively, is shown, and in the example of fig. 6, the wheel brakes 50a, 50b, 50c and 50d are connected to the front and rear 4 wheels 41a, 41b, 41c and 41d, respectively, and the wheel brakes 50a, 50b, 50c and 50d are connected to one battery 9.

By mounting the wheel brakes on the plurality of wheels, the vehicle can be safely stopped even when a failure occurs. As an example, it is also conceivable to connect the redundant wheel brake of the present application to 2 wheels out of 4 wheels, and use a wheel brake composed of a three-phase inverter and a three-phase motor, which is not redundant, for the other 2 wheels. By combining the braking forces of the 4 wheels, the vehicle can be safely stopped even in the event of a failure.

The wheel brake 50 shown in fig. 7 shows a case where two batteries are used as a power source, and shows a case where the 1 st control unit 1a is connected to the 1 st battery 9a, and the 2 nd control unit 1b is connected to the 2 nd battery 9 b. Power is supplied from the 1 st battery 9a to the 1 st control unit 1a, and power is supplied from the 2 nd battery 9b to the 2 nd control unit 1 b. Not only the control unit but also the battery serving as a power supply are made redundant, whereby the safety at the time of occurrence of a failure can be further improved. Fig. 8 shows another example in which the wheel brakes 50a, 50b are mounted on a vehicle 60.

Here, the power source is a battery, but this may be a generator or a DCDC converter, or may be constituted by a combination of these. The same effect can be obtained if the power supply is made redundant. In fig. 8, the wheel brakes 50a and 50b are connected to the two front wheels 41a and 41b, but the wheel brakes 50c and 50d may be mounted on the two rear wheels 41c and 41d, or the wheel brakes 50a to 50d may be connected to the 4 front and rear wheels 41a to 41 d. By mounting the wheel brakes on the plurality of wheels, the vehicle can be safely stopped even when a failure occurs.

Embodiment 2.

The present embodiment 2 will be described with reference to fig. 9 to 13, but the same or corresponding parts and portions are described with the same reference numerals in the drawings. Fig. 9 is a circuit diagram showing a connection state of a wheel brake, a brake mechanism, and a battery in the electric brake device for a vehicle according to embodiment 2. Fig. 10 is a block diagram showing an electric brake device for a vehicle according to embodiment 2. Fig. 11 is a circuit diagram showing a wheel brake in the vehicular electric brake device according to embodiment 2. Fig. 12 is a circuit diagram showing another example of the connection state of the wheel brakes, the brake mechanism, and the battery in the electric vehicle brake device according to embodiment 2. Fig. 13 is a block diagram showing another example of the vehicular electric brake device according to embodiment 2.

Fig. 11 is a circuit diagram showing a configuration of a main part of an electric system of a wheel brake in the electric brake device for a vehicle. In the configuration of fig. 1 described in embodiment 1, the battery 9 serving as a power source is configured as a battery 9a, a battery 9b, and a battery 9c, a 3 rd power relay switching element 5c and a 1 st power relay switching element 5a forming a 3 rd power relay circuit are connected in parallel between the battery 9c and the 1 st inverter circuit 3a, and a 4 th power relay switching element 5d and a 2 nd power relay switching element 5b forming a 4 th power relay circuit are connected in parallel between the battery 9c and the 2 nd inverter circuit 3 b. The other components are the same as those described with reference to fig. 1, and the operation as a wheel brake is the same as that described with reference to fig. 2, and therefore, the description thereof is omitted.

The wheel brake 50 shown in fig. 9 shows a case where the 1 st control unit 1a is connected to the 1 st and 3 rd batteries 9a and 9c, and the 2 nd control unit 1b is connected to the 2 nd and 3 rd batteries 9b and 9 c. Power is supplied to the 1 st control unit 1a from the 1 st battery 9a or the 3 rd battery 9c, and power is supplied to the 2 nd control unit 1b from the 2 nd battery 9b or the 3 rd battery 9 c. Fig. 10 shows another example mounted on a vehicle, and the above-described effects can be obtained.

In addition, the wheel brake 50 shown in fig. 12 shows a case where the 1 st control unit 1a is connected to the 1 st battery 9a and the 3 rd battery 9c, and the 2 nd control unit 1b is connected to the 2 nd battery 9b and the 4 th battery 9 d. Power is supplied to the 1 st control unit 1a from the 1 st battery 9a or the 3 rd battery 9c, and power is supplied to the 2 nd control unit 1b from the 2 nd battery 9b or the 4 th battery 9 d. Fig. 13 shows another example mounted on a vehicle, and the above-described effects can be obtained.

Here, the power source is a battery, but this may be a generator or a DCDC converter, or may be constituted by a combination of these. The same effect can be obtained if the power supply is made redundant. In fig. 10 and 13, the wheel brakes are connected to the front two wheels, but the wheel brakes may be mounted on the rear two wheels, or the wheel brakes may be connected to the front and rear four wheels. By mounting the wheel brakes on a plurality of wheels, the vehicle can be safely stopped even when a failure occurs.

Embodiment 2 is also characterized by a control method of the 1 st power relay switching element 5a, the 2 nd power relay switching element 5b, the 3 rd power relay switching element 5c, and the 4 th power relay switching element 5d when a plurality of power sources are connected to the wheel brake. The multiple power sources are connected to the wheel brakes in order to obtain braking force of the vehicle even if the power sources fail. In the case of such a configuration, each power supply is connected not only to the wheel brake but also to other auxiliary devices (not shown, but such as various ECUs, headlights, navigation systems, etc.), and there is a concern that a failure may occur in a chain when the wheel brake fails. In order to prevent this and to continue to obtain the braking force of the vehicle, it is important to control the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5 d.

Embodiment 3.

Embodiment 3 will be described with reference to fig. 14. Fig. 14 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 3. Fig. 14 shows a control method of the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5 d.

When there is no failure point in the wheel brake 50, the 1 st power relay switching device 5a and the 2 nd power relay switching device 5b are turned off, the 3 rd power relay switching device 5c and the 4 th power relay switching device 5d are turned on, and power is supplied from the battery 9c to the 1 st inverter circuit 3a of the 1 st control unit 1a and the 2 nd inverter circuit 3b of the 2 nd control unit 1b, respectively. Then, an on drive instruction is output to the 1 st inverter circuit 3a of the 1 st control unit 1a, and an on drive instruction is output to the 2 nd inverter circuit 3b of the 2 nd control unit 1 b.

When a failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a, the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, and the 3 rd power relay switching device 5c are turned off, the 4 th power relay switching device 5d is kept on and continues to operate, and the 1 st inverter circuit 3a of the 1 st control unit 1a is instructed to be turned off, and the 2 nd inverter circuit 3b of the 2 nd control unit 1b is instructed to be kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the 2 nd inverter circuit 3b of the 2 nd control unit 1b, the 1 st power relay switching element 5a, the 2 nd power relay switching element 5b, and the 4 th power relay switching element 5d are turned off, the 3 rd power relay switching element 5c is kept on and continues to operate, and the drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and the drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

Even when the motor 2 fails, the same effect can be obtained by performing the same operation as that in the case where the failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a and the 2 nd inverter circuit 3b of the 2 nd control unit 1 b. That is, when a failure occurs in the motor 2 on the 1 st inverter circuit 3a side of the 1 st control unit 1a, the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, and the 3 rd power relay switching device 5c are turned off, the 4 th power relay switching device 5d is kept on and continues to operate, and the drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is turned off, and the drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the motor 2 on the 2 nd inverter circuit 3b side of the 2 nd control unit 1b, the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, and the 4 th power relay switching device 5d are turned off, the 3 rd power relay switching device 5c is kept on and continues to operate, and the drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and the drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

Embodiment 4.

Embodiment 4 will be described with reference to fig. 15. Fig. 15 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 4. Fig. 15 shows a control method of the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5 d.

When there is no failure point in the wheel brake 50, the 1 st power relay switching element 5a and the 2 nd power relay switching element 5b are turned on, the 3 rd power relay switching element 5c and the 4 th power relay switching element 5d are turned off, and power is supplied from the 1 st battery 9a to the 1 st inverter circuit 3a of the 1 st control unit 1a and power is supplied from the 2 nd battery 9b to the 2 nd inverter circuit 3b of the 2 nd control unit 1 b. Then, an on drive instruction is output to the 1 st inverter circuit 3a of the 1 st control unit 1a, and an on drive instruction is output to the 2 nd inverter circuit 3b of the 2 nd control unit 1 b.

When a failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a, the 1 st power relay switching device 5a, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5d are turned off, the 2 nd power relay switching device 5b is kept on and continues to operate, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is turned off, and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the 2 nd inverter circuit 3b of the 2 nd control unit 1b, the 2 nd power relay switching element 5a, the 3 rd power relay switching element 5c, and the 4 th power relay switching element 5d are turned off, the 1 st power relay switching element 5a is kept on and continues to operate, and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

Even when the motor 2 fails, the same effect can be obtained by performing the same operation as that in the case where the failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a and the 2 nd inverter circuit 3b of the 2 nd control unit 1 b. That is, when a failure occurs in the motor 2 on the 1 st inverter circuit 3a side of the 1 st control unit 1a, the 1 st power relay switching device 5a, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5d are turned off, the 2 nd power relay switching device 5b is kept on, and the driving instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is turned off, and the driving instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is kept on. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the motor 2 on the 2 nd inverter circuit 3b side of the 2 nd control unit 1b, the 2 nd power relay switching device 5b, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5d are turned off, the 1 st power relay switching device 5a is kept on and continues to operate, and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continues to operate. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

Embodiment 5.

Embodiment 5 will be described with reference to fig. 16. Fig. 16 is a control diagram for explaining a method of controlling wheel brakes in the electric vehicle brake device according to embodiment 5. Fig. 16 shows a control method of the 1 st power relay switching device 5a, the 2 nd power relay switching device 5b, the 3 rd power relay switching device 5c, and the 4 th power relay switching device 5 d.

When there is no failure point in the wheel brake 50, all of the 1 st power relay switching element 5a, the 2 nd power relay switching element 5b, the 3 rd power relay switching element 5c, and the 4 th power relay switching element 5d are turned on, and power is supplied from the 1 st battery 9a and the 3 rd battery 9c to the 1 st inverter circuit 3a of the 1 st control unit 1a and power is supplied from the 2 nd battery 9b and the 3 rd battery 9c to the 2 nd inverter circuit 3b of the 2 nd control unit 1 b. Then, an on drive instruction is output to the 1 st inverter circuit 3a of the 1 st control unit 1a, and an on drive instruction is output to the 2 nd inverter circuit 3b of the 2 nd control unit 1 b.

When a failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a, the 1 st power relay switching device 5a and the 3 rd power relay switching device 5c are turned off, the 2 nd power relay switching device 5b and the 4 th power relay switching device 5d are kept on and continue operating, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is turned off and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is kept on and continue operating. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the 2 nd inverter circuit 3b of the 2 nd control unit 1b, the 2 nd power relay switching element 5b and the 4 th power relay switching element 5d are turned off, the 1 st power relay switching element 5a and the 3 rd power relay switching element 5c are kept on and continue operating, and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continue operating. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

Even when the motor 2 fails, the same effect can be obtained by performing the same operation as that in the case where the failure occurs in the 1 st inverter circuit 3a of the 1 st control unit 1a and the 2 nd inverter circuit 3b of the 2 nd control unit 1 b. That is, when a failure occurs in the motor 2 on the 1 st inverter circuit 3a side of the 1 st control unit 1a, the 1 st power relay switching device 5a and the 3 rd power relay switching device 5c are turned off, the 2 nd power relay switching device 5b and the 4 th power relay switching device 5d are kept on, and the driving instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is turned off, and the driving instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is kept on. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

When a failure occurs in the motor 2 on the 2 nd inverter circuit 3b side of the 2 nd control unit 1b, the 2 nd power relay switching device 5b and the 4 th power relay switching device 5d are turned off, the 1 st power relay switching device 5a and the 3 rd power relay switching device 5c are kept on and continue operating, and a drive instruction to the 2 nd inverter circuit 3b of the 2 nd control unit 1b is turned off, and a drive instruction to the 1 st inverter circuit 3a of the 1 st control unit 1a is kept on and continue operating. By disconnecting the faulty system from the battery, it is possible to continue the operation in the normal system while suppressing the influence on other auxiliary equipment, and to continue obtaining the braking force of the vehicle.

In the control methods illustrated in fig. 14 and 15, there is an effect that it is possible to prevent the malfunction of the apparatus due to the influence of the rush current caused by the potential difference between the batteries. In the control method described in fig. 16, since the inverter circuit can be driven by a plurality of batteries, the output of the motor can be increased to increase the braking force as a vehicle.

In the present embodiment, a vehicle having 4 wheels is described as an example, but the present invention is not limited to this, and any configuration may be applied as long as the vehicle is equipped with wheels, includes a friction material that rotates together with the wheels and a friction material that moves by the power of an electric motor, and obtains a vehicle braking force by pressing the friction material against the friction material.

While various exemplary embodiments and examples are described herein, the various features, aspects, and functions described in one or more embodiments are not limited in their application to a particular embodiment, but may be applied to embodiments alone or in various combinations.

Therefore, it is considered that numerous modifications not illustrated are also included in the technical scope disclosed in the present specification. For example, the present invention includes a case where at least one of the components is modified, added, or omitted, and a case where at least one of the components is extracted and combined with the components of the other embodiments.

In addition, as one example of hardware shown in fig. 17, the 1 st CPU10a and the 2 nd CPU10b are configured by a processor 100 and a storage device 101. Although not shown, the storage device includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory. In addition, an auxiliary storage device such as a hard disk may be provided instead of the flash memory. The processor 100 executes a program such as a flowchart input from the storage device 101. In this case, a program such as a flowchart is input from the auxiliary storage device to the processor 100 via the volatile storage device. The processor 100 may output data such as the operation result to the volatile storage device of the storage device 101, or may store the data in the auxiliary storage device via the volatile storage device.

Industrial applicability of the invention

The present application is suitable for realizing a vehicle electric brake device and a control method thereof, which can safely stop a vehicle.

Description of the reference symbols

1a 1 st control Unit

1b 2 nd control unit

2 electric motor

2a 1 st coil winding

2b 2 nd coil winding

3a 1 st inverter circuit

3b 2 nd inverter circuit

4a 1 st control circuit part

4b 2 nd control circuit part

5a switching element for 1 st power supply relay

5b switching element for 2 nd power supply relay

5c 3 rd power supply relay switching element

5d switching element for 4 th power supply relay

9 batteries

9a 1 st cell

9b 2 nd cell

9c 3 rd cell

10a 1 st CPU

10b 2 nd CPU

11a 1 st output circuit

11b 2 nd output circuit

40 brake mechanism

40a brake mechanism

40b brake mechanism

40c brake mechanism

40d brake mechanism

41a wheel

41b wheel

41c wheel

41d wheel

50 wheel brake

50a wheel brake

50b wheel brake

50c wheel brake

50d wheel brake

60 vehicles.