Electric suspension device and vehicle

Abstract

The present application can cause high voltage of a high voltage component to be eliminated in a situation where a collision such as one that does not cause an airbag to operate occurs. An electric suspension device (10) mounted on a vehicle (1) has an electric actuator (12) to which high voltage is supplied from a storage battery (16), and a control ECU (20) that controls the storage battery (16) and the electric actuator (12), the control ECU (20) having a stop determination section (211) that determines a stop of the vehicle, and an output control section (212) that limits output of the high voltage to the electric actuator (12) based on elapsed time after the vehicle stops.

Description

Technical Field

[0001] This invention relates to electric suspension systems and vehicles. Background Technology

[0002] The technology of electric suspension devices that are mounted on vehicles and driven by electric motors is known in the past.

[0003] Patent Document 1 describes an electric suspension device that can maximize the output voltage (drive voltage of the motor) of a transformer, such as a DC / DC converter, that transforms the power supplied to the motor of the electric actuator within a specified voltage range (e.g., 48V). This electric suspension device drives high-voltage components such as motors.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2012-131395 Summary of the Invention

[0007] For the electric suspension device in Patent Document 1, to ensure the safety of high-voltage components, it is necessary to eliminate the high voltage during a vehicle collision. To detect vehicle collisions, SRS (Supplemental Restraint System) sensors, such as those for airbag operation signals, are used. However, sometimes collisions occur where the airbag does not deploy but the electric suspension device is damaged. In such cases, a safety mechanism that relies on the airbag operation signal to cut off the high voltage of the high-voltage components is not feasible. Therefore, a technique exists in which the motor is positioned in a physically protected area at the center of the vehicle, away from the electric suspension devices located at the four corners of the vehicle. However, since the motor cannot be directly mounted at the mounting location of the electric suspension device, the following problem arises: the system becomes larger due to the need for a drive via wiring.

[0008] The prior art has the following problem: in the event of a collision that does not cause the airbag to operate, it is impossible to eliminate the high voltage of the high voltage component.

[0009] The present invention was made in view of this situation, and its objective is to provide an electric suspension device and vehicle capable of eliminating high voltage in high-voltage components in the event of a collision such as when the airbag does not operate.

[0010] To address the aforementioned issues, the electric suspension device of the present invention is mounted on a vehicle, characterized by having a high-voltage component supplied with high voltage from a power supply device, and a control device for controlling the power supply device and the high-voltage component, the control device comprising: a stop determination mechanism that determines when the vehicle stops; and an output control mechanism that limits the output of the high voltage to the high-voltage component based on the elapsed time since the vehicle stopped.

[0011] Invention Effects

[0012] According to the present invention, it is possible to eliminate the high voltage of high-voltage components in the event of a collision, such as when the airbag is not in operation. Attached Figure Description

[0013] Figure 1 This is a configuration diagram of a vehicle equipped with the electric suspension device according to an embodiment of the present invention.

[0014] Figure 2 This is a structural diagram of the electric suspension device according to an embodiment of the present invention.

[0015] Figure 3 This is a diagram illustrating an example of the configuration of the inverter in an electric suspension device according to an embodiment of the present invention.

[0016] Figure 4 This is a flowchart illustrating the high-voltage cutoff control process of the control ECU of the electric suspension device according to an embodiment of the present invention.

[0017] Figure 5 This is a timing diagram illustrating an example of high-voltage cutoff control of the control ECU of the electric suspension device according to an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures

[0019] 1 vehicle

[0020] 10 Electric Suspension System

[0021] 12 Electric actuators (high voltage components)

[0022] 12A First Electric Actuator

[0023] 12B Second Electric Actuator

[0024] 12C Third Electric Actuator

[0025] 12D 4th electric actuator

[0026] 13 High Voltage Line

[0027] 14 signal lines

[0028] 15 Low Voltage Line

[0029] 16. Storage battery (part of the power supply unit)

[0030] 20. Control ECU (Control Unit)

[0031] 211 Stop Judgment Department (Stop Judgment Mechanism)

[0032] 212 Output Control Unit (Output Control Mechanism)

[0033] 22. Inverter (part of the drive components)

[0034] 24 drive circuits

[0035] 26. Boost circuit (part of the power supply unit)

[0036] 27 Short-circuit circuit

[0037] 46 Motor (Three-phase Motor) (Part of the high-voltage components)

[0038] 50u, 50v, 50w motor coil

[0039] 60a, 60b, 60c switches

[0040] 64u, 64v, 64w power lines

[0041] 70 Wheel speed sensor (part of the stop detection mechanism)

[0042] S1 Accelerometer

[0043] S2 travel sensor

[0044] S3 Rotation Angle Sensor

[0045] S4 voltage sensor

[0046] ST Itinerary

[0047] TR Wheels

[0048] alpha acceleration

[0049] θ rotation angle Detailed Implementation

[0050] While referring to the appendix appropriately Figure 1 The embodiments of the present invention will be described in detail below. Furthermore, in the various figures, common parts are labeled with the same reference numerals and repeated descriptions are omitted.

[0051] Figure 1 This is a configuration diagram of a vehicle 1 equipped with the electric suspension device 10 according to an embodiment of the present invention. Figure 2This diagram illustrates the configuration of the electric suspension device 10. The electric suspension device 10 is assembled with the vehicle 1 as a whole over a large area, so it can be considered as the vehicle itself, or it can be considered as the electric suspension device mounted on the vehicle 1.

[0052] The vehicle 1 in this embodiment is a gasoline vehicle, but it can also be a diesel vehicle or an electric vehicle (including hybrid vehicles and fuel cell vehicles). This technology is preferably applicable to vehicles 1 equipped with high-voltage batteries.

[0053] like Figure 1 As shown, vehicle 1 has a body BD, four wheels TR and an electric suspension system 10. The electric suspension system 10 has an electric actuator 12 (high voltage component) and a control ECU 20 (control device) as an electric suspension control ECU (Electronic Control Unit).

[0054] The electric actuator 12 comprises a first electric actuator 12A, a second electric actuator 12B, a third electric actuator 12C, and a fourth electric actuator 12D. The first electric actuator 12A is positioned between the vehicle body BD and the right front wheel. The second electric actuator 12B is positioned between the vehicle body BD and the left front wheel. The third electric actuator 12C is positioned between the vehicle body BD and the right rear wheel. The fourth electric actuator 12D is positioned between the vehicle body BD and the left rear wheel.

[0055] The control ECU 20 controls the first electric actuator 12A to the fourth electric actuator 12D respectively. The control ECU 20 is connected to the first electric actuator 12A to the fourth electric actuator 12D through the high voltage line 13, the signal line 14 and the low voltage line 15 respectively.

[0056] High-voltage line 13 supplies power from the first electric actuator 12A to the fourth electric actuator 12D respectively. Figure 2 The battery 16 shown has a high voltage VH power supply. The high voltage VH power is used for... Figure 2 The motor 46 shown is driven by a high voltage VH, for example, AC 48V.

[0057] Signal line 14 will Figure 2 The detection signals from sensors S1 to S4 are transmitted to the control ECU20.

[0058] Reference Figure 2 Explain sensors S1 to S4.

[0059] Low voltage line 15 supplies power from the first electric actuator 12A to the fourth electric actuator 12D respectively. Figure 2 The battery 16 shown has a low voltage VL power supply. This low voltage power is used for… Figure 2The operation of sensors S1 to S4 is shown. The low voltage VL is, for example, DC 5V.

[0060] The first electric actuator 12A to the fourth electric actuator 12D each have substantially the same configuration. Therefore, in the following, without distinguishing between the first electric actuator 12A to the fourth electric actuator 12D, the first electric actuator 12A to the fourth electric actuator 12D will sometimes be referred to simply as electric actuator 12.

[0061] Next, refer to Figure 2 To illustrate the structure of the electric actuator 12.

[0062] like Figure 2 As shown, the electric actuator 12, as a component on the wheel TR side, has a connecting part 30, an inner tube 32, and a nut 34. Additionally, as a component on the vehicle body BD side, the electric actuator 12 has an outer tube 40, a threaded shaft 42, a bearing 44, and a motor 46. The outer tube 40, bearing 44, and motor 46 are fixed to a chassis 48 located under the vehicle body BD.

[0063] Reference Figure 3 Explain the composition of motor 46.

[0064] The threaded shaft 42 is supported by a bearing 44 and a nut 34. The inner surface of the nut 34 is screwed into a threaded groove formed on the outer surface of the threaded shaft 42 via the bearing.

[0065] Motor 46 rotates threaded shaft 42, thereby moving nut 34 in the vertical direction. Moving nut 34 downwards causes inner tube 32 to move downwards. Moving nut 34 upwards causes inner tube 32 to move upwards.

[0066] In this way, the position of the inner tube 32 relative to the outer tube 40 fixed to the chassis 48 of the vehicle body BD in the vertical direction can be adjusted.

[0067] The connecting part 30 is connected to the wheel TR by being fixed to the steering knuckle (not shown) of the suspension device. When vibration is input to the connecting part 30 from the wheel TR side, if an upward acceleration α is applied to the connecting part 30, the inner tube 32 and nut 34 rise together with the outer tube 40. In this case, the motor 46 rotates the threaded shaft 42 in such a way that the inner tube 32 absorbs the upward acceleration α, that is, moves in the upward direction, thereby attenuating the vibration input from the wheel TR to the vehicle body BD.

[0068] The electric actuator 12 is equipped with an acceleration sensor S1, a stroke sensor S2, a rotation angle sensor S3, and a voltage sensor S4.

[0069] An acceleration sensor S1 is fixed to the outer circumferential surface of the inner tube 32, for example, to detect the acceleration α applied to the connecting part 30 from the wheel TR side.

[0070] The stroke sensor S2 is positioned opposite the threaded shaft 42 of the inner tube 32 to detect the stroke ST, which represents the downward movement of the nut 34. The stroke sensor S2 is composed of a distance sensor, etc.

[0071] The rotation angle sensor S3 is composed of a rotary transformer, Hall element, etc., and detects the rotation angle θ of the motor 46.

[0072] Voltage sensor S4 detects the voltage V applied to motor 46. When motor 46 is driven by power from battery 16, voltage V represents the high voltage VH supplied from battery 16 via high voltage line 13.

[0073] The acceleration α, stroke ST, rotation angle θ, and voltage V are output to control ECU20. The acceleration sensor S1, stroke sensor S2, rotation angle sensor S3, and voltage sensor S4 each correspond to an example of a "sensor".

[0074] In addition, such as Figure 2 As shown, wheel speed sensor 70 (part of the stop determination mechanism) measures the wheel speed of vehicle 1. Wheel speed sensor 70 measures the wheel speed of vehicle 1 and outputs it to stop determination unit 211 (stop determination mechanism) of control ECU 20. Stop determination unit 211 determines whether vehicle 1 is stopped based on this wheel speed information.

[0075] In addition, the speed of vehicle 1 (vehicle speed) can be the vehicle speed measured based on the wheel speed, or it can be detected by a vehicle speed sensor (illustration omitted) installed in the gearbox, etc.

[0076] [Composition of the Control ECU]

[0077] The control ECU 20 controls the motor 46 via the inverter 22 based on the detection results of the acceleration sensor S1, stroke sensor S2, rotation angle sensor S3 and voltage sensor S4.

[0078] Reference Figure 3 Explain the configuration of inverter 22.

[0079] The control ECU 20 has a memory 21A and a processor 21B.

[0080] Memory 21A is a storage device that non-volatilely stores the programs and data executed by processor 21B. Memory 21A is composed of a magnetic storage device, a semiconductor storage element such as flash memory (ROM), or other types of non-volatile storage devices. Alternatively, memory 21A may also include RAM (Random Access Memory) that constitutes the working area of ​​processor 21B. Memory 21A stores data processed by control ECU 20 and control programs executed by processor 21B.

[0081] The control ECU20 corresponds to an example of a "control device".

[0082] The processor 21B can be a single processor or multiple processors performing the functions of the processor 21B. The processor 21B executes the control program and controls the various parts of the electric suspension device 10.

[0083] The control ECU 20 has a stop determination unit 211 and an output control unit 212 (output control mechanism). Specifically, the processor 21B of the control ECU 20 executes a control program to perform the functions of the stop determination unit 211 and the output control unit 212.

[0084] The stop determination unit 211 determines whether the vehicle 1 has stopped based on wheel speed information representing wheel speed obtained from the wheel speed sensor 70. For example, the stop determination unit 211 determines that the vehicle 1 has stopped when the vehicle speed is near 0 (including extremely low vehicle speeds that are considered to be stopped according to the measurement of the wheel speed sensor 70).

[0085] Based on the judgment result of the stop judgment unit 211, the output control unit 212 stops the output of high voltage VH from the control ECU 20 to the motor 46 of the electric suspension device 10 (including the small high voltage output) based on the elapsed time after the vehicle stops.

[0086] The time elapsed after the vehicle stops is set to improve the safety of high-voltage components in the event of a vehicle collision, and the specified time is, for example, within 5 seconds.

[0087] After the vehicle stops, the output control unit 212 stops the high-voltage output from the control ECU 20 to the motor 46 within a specified time (5 seconds). To stop the output of the high-voltage VH, the drive circuit 24 stops the switching of the drive element. That is, the output control unit 212 shuts down the inverter 22 relative to the drive circuit 24, thereby stopping the supply of high-voltage VH power to the motor 46.

[0088] When a vehicle collides, the output control unit 212 stops the output of high voltage to the high voltage component based on the first vehicle stopping time (first stopping elapsed time) after the vehicle collision, and when the vehicle is not in a collision, it stops the output of high voltage to the high voltage component based on the second vehicle stopping time (second stopping elapsed time) after the vehicle stops.

[0089] The stopping time of the second vehicle after the aforementioned vehicle stops is within a specified time for the high voltage to be eliminated from the high voltage component when the vehicle collides, and the stopping time of the first vehicle after the vehicle collision is less than the stopping time of the second vehicle.

[0090] The first vehicle stopping time after a collision (first stopping elapsed time) is shorter than the second vehicle stopping time after the first vehicle stopping (second stopping elapsed time). Therefore, in the event of a collision that causes airbag deployment, high voltage can be quickly eliminated. Furthermore, even in collisions that do not cause airbag deployment, high voltage in high-voltage components can be eliminated by managing the elapsed time.

[0091] The output control unit 212 manages the time after the vehicle stops. After the high voltage output stops after the vehicle stops, the electromagnetic brake is activated by short-circuiting the three-phase lines via the short-circuit circuit 27.

[0092] Reference Figure 3 This will be used to explain the drive circuit 24 and the inverter 22.

[0093] [Inverter Structure]

[0094] like Figure 2 as well as Figure 3 As shown, the control ECU 20 controls the inverter 22 via the drive circuit 24. The control ECU 20 controls the rotation direction and speed of the motor 46 via the inverter 22. Furthermore, the control ECU 20 can, for example, stop the supply of high-voltage VH power to the motor 46 by fixing the inverter 22 off. By installing relays on the power lines of the inverter 22 and the boost circuit 26, the control ECU 20 can disconnect the relays to stop the supply of high-voltage VH power to the motor 46.

[0095] Figure 3 This is a diagram showing an example of the configuration of inverter 22.

[0096] A boost circuit 26 is provided between the battery 16 and the inverter 22. The boost circuit 26 boosts the voltage supplied from the battery 16 and supplies a high voltage VH to the inverter 22. The voltage supplied from the battery 16 is, for example, DC 14V.

[0097] like Figure 3As shown, inverter 22 (part of the drive element) has MOSFETs (Metal-Oxide-Semiconductor Field Effect Transistors) 22U1, MOSFET 22U2, MOSFET 22V1, MOSFET 22V2, MOSFET 22W1, and MOSFET 22W2. These six MOSFETs are switched on and off based on instructions from control ECU 20.

[0098] Motor 46, for example, is a three-phase AC brush type, such as... Figure 3 As shown, it has three motor coils: 50u, 50v, and 50w.

[0099] Motor 46 uses power supplied from battery 16 via inverter 22 to power... Figure 2 The threaded shaft 42 shown is driven to rotate.

[0100] The control ECU 20 controls the inverter 22, the boost circuit 26, and the short-circuit circuit 27 via the drive circuit 28.

[0101] When the drive circuit 24 receives an instruction from the output control unit 212 to stop supplying high voltage VH to the motor 46, it for example shuts down the three MOSFETs on the positive side, namely MOSFET 22U1, MOSFET 22V1, and MOSFET 22W1. By shutting down MOSFETs 22U1, MOSFET 22V1, and MOSFET 22W1, power lines 64u, 64v, and 64w are opened from the boost circuit 26. As a result, the application of high voltage VH to the motor coils 50u, 50v, and 50w of the motor 46 is stopped.

[0102] The boost circuit 26 boosts the voltage (e.g., 12V to 16V) supplied from the battery 16 to a high voltage VH, which is then supplied to the inverter 22. The output control unit 212 stops the output of the high voltage VH supplied to the motor 46 via the boost circuit 26 (the boost circuit 26 does not boost the voltage VH). Furthermore, in non-collision situations, the output control unit 212 returns the voltage supplied to the motor 46 to the high voltage VH output via the boost circuit 26.

[0103] The storage battery 16 and the boost circuit 26 correspond to an example of a "power supply device".

[0104] In addition, the control ECU20 short-circuits the motor 46 via the short-circuit circuit 27.

[0105] The short-circuit circuit 27 includes a switch (not shown) that is opened and closed according to instructions from the control ECU 20, and a resistor (not shown). The switch of the short-circuit circuit 27, according to instructions from the output control unit 212, for example, short-circuits the power lines 64u and 64v corresponding to the motor coil 50u and motor coil 50v respectively. In the above-described case, i.e., when the switch 60a short-circuits the power lines 64u and 64v, the resistor of the short-circuit circuit 27 adjusts the current flowing to the motor coil 50u and motor coil 50v.

[0106] Similarly, it also short-circuits power lines 64V and 64W, thereby enabling a three-phase short-circuit state relative to motor coils 50U, 50V, and 50W.

[0107] After the vehicle stops, the control ECU 20 limits the supply of high voltage and then short-circuits the three-phase circuit via the short-circuit circuit 27. In other words, the control ECU 20 manages the time after the vehicle stops, and after the output of high voltage VH is stopped after the vehicle stops, the electromagnetic brake is activated.

[0108] The high-voltage cutoff control of the electric suspension system (vehicle) configured as described above will be explained below.

[0109] [flow chart]

[0110] Figure 4 This is a flowchart illustrating the high-voltage cutoff control process of ECU20.

[0111] First, in step S11, the ECU20 is controlled to determine whether a collision has occurred in vehicle 1. The collision of vehicle 1 is determined by whether the airbags are deployed (whether there is an airbag deployment signal (SRS sensor deployment signal)).

[0112] In the event of a collision with vehicle 1 (S11: Yes), in step S12, the output control unit 212 accumulates the first vehicle stopping time (first stopping elapsed time) (controlling the timer of ECU 20 to start counting). The first vehicle stopping time (first stopping elapsed time) after the vehicle collision is used to activate motor 46 after the vehicle collision. Figure 3 The high voltage VH output of the vehicle stops within a very short time (e.g., less than 1 second). The first vehicle stopping time is within a specified time (less than 5 seconds) for the high voltage to be eliminated from the high voltage component during a vehicle collision, and is longer than the second vehicle stopping time after the vehicle stops (the second stopping time elapsed; e.g., 2 seconds; see reference). Figure 5 (Even shorter time)

[0113] In step S13, the output control unit 212 determines whether the first vehicle stopping time after the vehicle collision has elapsed.

[0114] If the first vehicle stopping time after the collision has not passed, wait until the first vehicle stopping time has passed (S13: No). If the first vehicle stopping time has passed (S13: Yes), proceed to step S17.

[0115] In this way, the output control unit 212 determines the stopping time of the first vehicle after a collision, thereby enabling the supply of high-voltage VH power to the motors 46 of the first electric actuator 12A to the fourth electric actuator 12D to be stopped as quickly as possible when a vehicle collision occurs. This improves the safety of the electric suspension device 10 during a vehicle collision.

[0116] On the other hand, in the case where there is no collision with vehicle 1 in step S11 (when the vehicle is not in collision) (S11: No), in step S14, the stop determination unit 211 determines whether vehicle 1 is in motion (whether the vehicle speed is 0).

[0117] When the vehicle is stopped (S14: Yes), in step S15, the output control unit 212 accumulates the second vehicle stopping time (second stopping elapsed time) after the vehicle stops (controls the timer of ECU20 to start counting).

[0118] In step S16, the output control unit 212 determines whether the second vehicle stopping time (second stopping elapsed time) after the vehicle stops has elapsed. The second vehicle stopping time (second stopping elapsed time) after the vehicle stops is within a predetermined time (within 5 seconds) for the high voltage to be eliminated from the high-voltage component when the vehicle collides. Here, it is a vehicle stopping time that is shorter than the predetermined time (within 5 seconds) (e.g., 2 seconds; see reference). Figure 5 ).

[0119] If the second vehicle stopping time has elapsed after the first vehicle stops (S16: Yes), it is determined that the prescribed time has elapsed and the process proceeds to step S17. If the second vehicle stopping time has not elapsed (S16: No), it is determined that the prescribed time has not elapsed and the process proceeds to step S19.

[0120] If, in step S13 above, the first vehicle stopping time after the vehicle collision has elapsed, or if, in step S16 above, the second vehicle stopping time after the vehicle has stopped, in step S17, the output control unit 212 activates motor 46 ( Figure 3 The high voltage VH output stops and the process ends.

[0121] Specifically, the output control unit 212 stops the supply of high voltage VH to the motors 46 of each of the first electric actuators 12A to the fourth electric actuators 12D. Then, the process ends.

[0122] If the vehicle is in motion in step S14 (S14: No), in step S18, the output control unit 212 initializes the timing of the second vehicle stopping time after the vehicle stops and proceeds to step S19.

[0123] If the timing of the second vehicle stopping time is initialized after the vehicle stops in step S18 above, or if the specified time has not elapsed in step S16 above, in step S19, the output control unit 212 enables the output of the high voltage VH of the motor 46 and ends the processing of this procedure.

[0124] [Time Sequence Diagram]

[0125] Figure 5 This is a timing diagram illustrating an example of high-voltage cutoff control of the control ECU 20 for the electric suspension device 10. The horizontal axis represents time [s], and the vertical axis represents the event, vehicle speed, electric suspension travel speed, electric suspension generator voltage, and maximum output voltage of the electric suspension ECU.

[0126] like Figure 5 As shown by reference numeral a in the attached figure, in the event of a collision involving vehicle 1 while in motion, the vehicle speed continues to decrease until vehicle 1 comes to a stop (vehicle speed = 0).

[0127] Following the collision with vehicle 1, during the period until vehicle 1 comes to a stop, the electric suspension travel speed changes due to the impact of the collision with vehicle 1 (refer to...). Figure 5 (See attached diagram b) The voltage generated by the electric suspension will also change (refer to...) Figure 5 (See attached figure label c).

[0128] When the vehicle stops, the electric suspension travels at zero speed. Therefore, the voltage generated by the electric suspension due to this travel speed becomes zero (see reference). Figure 5 The shadow d).

[0129] In the event of a collision that causes the airbags to deploy, the maximum output voltage of the electric suspension ECU is set to below AC30V in conjunction with the collision signal that caused the airbags to deploy.

[0130] However, in collisions where the airbags fail to deploy (not only in minor collisions, but even in severe collisions where the SRS sensors sometimes fail to detect the impact), motor 46 cannot be activated. Figure 3 The high voltage VH output of the airbag is eliminated. In other words, the high voltage of the high-voltage component can only be eliminated after a collision of a magnitude equal to the level at which the airbag's operating signal is detected.

[0131] In this embodiment, the high-voltage output from the control ECU 20 to the electric suspension motor 46 is stopped based on the elapsed time since the vehicle stopped. Specifically, the high-voltage output from the control ECU 20 to the motor 46 is stopped after the elapsed time since the vehicle stopped (e.g., 2 seconds). Figure 5 The attached figure is labeled f). Thus, as Figure 5 As indicated by the thick double-headed arrow g, even in the event of a collision that does not cause the airbag to operate, the high voltage VH to the motor 46 can be eliminated within a specified elapsed time (in this case, 2 seconds) from the moment the vehicle 1 comes to a stop.

[0132] like Figure 5 As shown, the supply of high voltage VH is limited for a specified time (2 seconds) after vehicle 1 stops. Therefore, high voltage can be eliminated regardless of the collision mode, thereby improving the safety of the electric suspension device 10.

[0133] [Effect]

[0134] As described above, the electric suspension device 10 mounted on the vehicle 1 in this embodiment has an electric actuator 12 (high voltage component) that is supplied with high voltage from a battery 16 (power supply device), and a control ECU 20 that controls the battery 16 and the electric actuator 12. The control ECU 20 has a stop determination unit 211 that determines when the vehicle stops, and an output control unit 212 that stops the output of high voltage to the electric actuator 12 based on the elapsed time after the vehicle stops.

[0135] This design eliminates high voltage in high-voltage components regardless of the collision type, such as when the airbag fails to deploy. This improves the safety of high-voltage components.

[0136] In addition, since the need for shock absorber control is low when the vehicle is parked, power consumption can also be reduced.

[0137] Furthermore, because this invention is based on the elapsed time after the vehicle stops, it can eliminate high voltage in high-voltage components regardless of the collision type. A scheme can also be adopted where the motor of the electric suspension device is positioned towards the physical protection zone at the center of the vehicle. Therefore, the motor can be directly mounted at the mounting location of the electric suspension device, eliminating the need for drive via wiring, thus enabling system miniaturization.

[0138] By using the vehicle's stop as a trigger for high-voltage cutoff control, high voltage in high-voltage components can be eliminated even in collisions that do not cause airbags to deploy.

[0139] In this embodiment, the electric actuator 12 (high voltage component) has a motor 46, and the output control unit 212 stops the high voltage output to the motor 46.

[0140] Therefore, when the electric actuator 12 (high voltage component) has a motor 46, the high voltage to the motor 46 can be eliminated, thereby improving the safety of the electric actuator 12.

[0141] In this embodiment, the motor 46 is a three-phase motor. After the vehicle stops, the output control unit 212 stops the high voltage output and then short-circuits the three-phase circuit of the three-phase motor to activate the electromagnetic brake.

[0142] Therefore, when vehicle 1 is stationary, control ECU 20 short-circuit motor 46. When motor 46 is short-circuited, a damping force is generated by the electromagnetic braking effect of motor 46 relative to the stroke of electric actuator 12, thus damping the stroke of electric actuator 12.

[0143] In this embodiment, the high-voltage component has a motor 46 and a drive element for driving the motor 46, and the output control unit 212 stops the switching of the drive element.

[0144] Therefore, the electric actuator 12 (high-voltage component) can stop the operation of the motor 46 by stopping the switching of the drive element when the motor 46 is included. Since no power is consumed when the switching of the drive element is stopped, power consumption during stopping can be suppressed.

[0145] In this embodiment, when a vehicle collides, the output control unit 212 stops the output of high voltage to the high voltage component based on the first vehicle stopping time (first stopping elapsed time) after the vehicle collision, and when the vehicle is not in a collision, it stops the output of high voltage to the high voltage component based on the second vehicle stopping time (second stopping elapsed time) after the vehicle stops.

[0146] Therefore, in the event of a vehicle collision that brings it to a stop, the high voltage can be quickly eliminated.

[0147] In this embodiment, the stopping time of the first vehicle after the collision (the first stopping elapsed time) is less than the stopping time of the second vehicle.

[0148] Therefore, in the event of a vehicle collision that causes airbags to deploy, high voltage can be quickly eliminated. On the other hand, in the event of a collision that does not cause airbags to deploy, high voltage in high-voltage components can also be eliminated.

[0149] The above-described embodiments have been provided in detail for the purpose of easily understanding the present invention, but are not limited to having all the described components.

[0150] For example, the above embodiment describes the case where the "high-voltage component" is the electric actuator 12, but it is not limited thereto. The "high-voltage component" may also be any one of the in-wheel motor, air conditioner, driving motor, and electric stabilizer.

[0151] Furthermore, the above embodiment describes the case where the "power supply device" is a storage battery 16, but it is not limited to this. The "power supply device" may also be a generator such as an AC generator.

[0152] Furthermore, the above embodiment describes the case where the output control unit 212 turns on the motor 46 by fixing the inverter 22 off, but it is not limited to this. For example, the electric suspension device 10 may have a release circuit that turns on the motor 46, and the output control unit 212 turns on the motor 46 via the release circuit. Alternatively, a relay may be provided on the power lines of the inverter 22 and the boost circuit 26, and the output control unit 212 may stop the power supply to the motor 46 by cutting off the relay.

[0153] Figure 2 At least some of the functional boxes shown can be implemented by hardware, or by a combination of hardware and software, and are not limited to the structure with independent hardware resources as shown in the figure.

[0154] The control program executed by the processor 21B of the control ECU 20 of the electric suspension device 10 is stored in the memory 21A, but the control program can also be stored in an external HDD or the like.

[0155] To facilitate understanding of the processing of the control ECU 20 for the electric suspension device 10, Figure 4 The flowchart shown divides the processing units according to the main processing content. This is not done through... Figure 5 The flowchart illustrates the segmentation method and names of the processing units to limit the implementation method. The processing of the control ECU 20 can be divided into more processing units based on the processing content, or it can be divided in a way that allows a single processing unit to include more processing steps. The processing order in the above flowchart is not limited to the example shown.

[0156] The control method of the control ECU 20 can be implemented by executing a control program corresponding to the control method of the control ECU 20 in the processor 21B of the control ECU 20. The control program can be stored in a storage medium that can be read by a computer. The storage medium can be a magnetic, optical, or semiconductor memory device. Specifically, portable or fixed storage media such as floppy disks, CD-ROMs (Compact Disk Read Only Memory), DVDs (Digital Versatile Discs), Blu-ray discs, optical disks, flash memory, and card-type storage media can be used. The storage medium can also be a non-volatile storage device such as RAM, ROM, or HDD that is an internal storage device of the electric suspension device 10. The control program corresponding to the control method of the control ECU 20 of the electric suspension device 10 can be implemented by storing it in a server device or the like and downloading the control program from the server device to the control ECU 20.

Claims

1. An electric suspension device mounted on a vehicle, characterized in that, The device includes a high-voltage component that receives high voltage from a power supply unit, and a control device that controls the power supply unit and the high-voltage component. The control device has: The stopping determination mechanism determines that the vehicle is in a stopped state when the vehicle speed is zero or extremely low. and The output control mechanism limits the output of the high voltage to the high voltage component based on the elapsed time since the vehicle stopped. When the airbag of the vehicle is activated, the high voltage output to the high voltage component is stopped in conjunction with the collision signal that caused the airbag to activate. In the event of a vehicle collision and the absence of an airbag activation signal, the stop determination mechanism, based on the elapsed time since the vehicle came to a stop, stops the high-voltage output to the high-voltage component.

2. The electric suspension device according to claim 1, characterized in that, The high-voltage component includes a motor. The output control mechanism stops the high voltage output to the motor.

3. The electric suspension device according to claim 2, characterized in that, The motor is a three-phase motor. After the vehicle stops, the output control mechanism stops the high-voltage output and then short-circuits the three-phase circuit of the three-phase motor to activate the electromagnetic brake.

4. The electric suspension device according to claim 1, characterized in that, The high-voltage component includes a motor and a drive element for driving the motor. The output control mechanism stops the switching of the drive element.

5. A vehicle, characterized in that, The device includes a power supply unit, a high-voltage component from which a high voltage is supplied, and a control device for controlling the power supply unit and the high-voltage component. The control device has: The stopping determination mechanism determines that the vehicle is in a stopped state when the vehicle speed is zero or extremely low. and The output control mechanism limits the output of the high voltage to the high voltage component based on the elapsed time since the vehicle stopped. When the airbag of the vehicle is activated, the high voltage output to the high voltage component is stopped in conjunction with the collision signal that caused the airbag to activate. In the event of a vehicle collision and the absence of an airbag activation signal, the stop determination mechanism, based on the elapsed time since the vehicle came to a stop, stops the high-voltage output to the high-voltage component.

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