Power supply network, electric vehicle, and power conversion device

Abstract

The purpose of the present invention is to achieve redundancy of a power supply function with a simple configuration, and to ensure the continuity of operation at the time of a failure. A power supply network (1) is provided with: a first power supply path (20-1) that is connected to a vehicle host drive power source (100-0) via a power conversion device (101) and that is connected to loads (40-1, 41, 42-1); and a second power supply path (20-2) that is connected to a power supply source (100-2) different from the host drive power source (100-0), that is connected to the loads (40-2, 41, 42-2), and that is connected to the first power supply path (20-1) via the switch (SW0). The switch (SW0) is closed when the first power supply path (20-1) and the second power supply path (20-2) are normal, and is opened when the first power supply path (20-1) or the second power supply path (20-2) is abnormal.

Description

Technical Field

[0001] The invention relates to a power supply network, an electric vehicle and a power conversion device. Background Art

[0002] Since the beginning of this century, the electrification of automotive auxiliary equipment such as electric steering and electric brakes has made progress. In recent years, the electrification of main machines has also been developing, represented by hybrid vehicles and electric vehicles. In addition, autonomous driving is also developing, and in the future, even in the event of a failure, it will be required to gradually complete the driving of the car through autonomous and automatic actions without human intervention. Based on this background, the high performance and high reliability (continuity of operation in the event of a failure) of the on-board power supply network that supports the electrification and automation of the car are required.

[0003] For example, Patent Document 1 discloses a technique for making a power supply unit redundant in addition to making a control unit redundant, and further discloses a technique for operating the control unit in a power saving mode when a power supply unit fails. Prior art literature Patent Literature

[0004] Patent Document 1: Japanese Patent Application Publication No. 2014-193720 Summary of the invention Technical problem to be solved by the invention

[0005] However, in the technology disclosed in Patent Document 1, if the power supply function is made redundant in order to continue the operation in the event of a failure, this will lead to a significant increase in cost, and therefore it is difficult to realize it easily.

[0006] The present invention has been made in view of the above circumstances, and an object of the present invention is to realize redundancy of power supply function with a simple structure and ensure continuity of operation in case of failure. Technical solutions to technical problems

[0007] In order to solve the above-mentioned technical problems, the power supply network of the present invention is a power supply network that is mounted on a vehicle and supplies power to a load from multiple power supply paths, and is characterized in that it includes: a first power supply path, which is connected to a main engine driving power supply of the vehicle via a power conversion device and is connected to the load; and a second power supply path, which is connected to a power supply source different from the main engine driving power supply and is connected to the load, and is connected to the first power supply path via a switch, and the switch is closed when the first power supply path and the second power supply path are normal, and is opened when the first power supply path or the second power supply path is abnormal. Effects of the Invention

[0008] According to the present invention, redundancy of the power supply function is realized with a simple structure, and operation continuity in the event of a failure can be ensured. Problems, structures, and effects other than those described above will become more apparent from the following description of the embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 It is a diagram showing a power supply network according to the present embodiment. Figure 2 It is a diagram showing an operation example when an abnormality occurs in the power conversion device. Figure 3 This is a diagram showing an example of operation when an abnormality occurs in the rechargeable battery. Figure 4 It is a diagram showing a connection example of a first power supply path and a second power supply path to a brake device. Figure 5 It is a diagram showing a connection example of a first power supply path and a second power supply path to a brake device. Figure 6 It is a diagram showing a connection example of a first power supply path and a second power supply path to an undesired braking device. Figure 7 The diagram shows an example of connection of a first power supply path and a second power supply path to a brake device mounted on a vehicle having more than four wheels. Figure 8 The diagram shows an example of connection of a first power supply path and a second power supply path to a brake device mounted on a vehicle having more than four wheels. Fig. 9 It is a diagram showing a connection example of a first power supply path and a second power supply path to an in-wheel motor. Fig.10 It is a diagram showing a connection example of a first power supply path and a second power supply path to an in-wheel motor. Fig.11 This is a diagram showing a power supply network suitable for a case where there are many loads at the rear of a vehicle. Fig.12 This is a diagram showing a power supply network suitable for a case where the load at the rear of the vehicle is small. Fig.13 The figure shows a power supply network for brake devices connected to diagonal wheels by a duplex power supply path. Fig.14 This diagram shows a power supply network that is doubled using diodes in order to strengthen the power supply to the front wheel brake device. Fig.15 It is a diagram showing the structure of the ECU. Fig.16 The diagram shows a connection example of a power line for supplying power to a control function within the ECU. Fig.17 The diagram shows a connection example of a power line for supplying power to a control function within the ECU. Fig.18 It is a diagram showing the structure of a power conversion device. Fig.19 (a) means Fig.18 The diagram shows an example of the normal operation of the power conversion device. Fig.19 (b) means Fig.18 The diagram of an operation example of the power conversion device during DC / DC operation shown in FIG. Fig.19 (c) means Fig.18 FIG. 1 is a diagram showing an operation example when a failure occurs in one phase of a high-voltage inverter of the power conversion device shown. Fig. 20 It means having Fig.18 The power supply network of the power conversion device shown is a diagram as a power supply source for the first power supply path. Fig.21 It means having Fig.18 The power supply network of the power conversion device shown is a diagram as the power supply source of the second power supply path. Fig. 22 This is a diagram showing a power supply network in which a part of the in-wheel motor is used as a power supply for driving an auxiliary machine. DETAILED DESCRIPTION

[0010] Hereinafter, embodiments of the present invention will be described using the drawings. Unless otherwise specified, structures denoted by the same reference numerals in each embodiment have the same functions in each embodiment, and thus description thereof will be omitted.

[0011] [Example 1] Figure 1 It is a diagram showing a power supply network 1 according to the present embodiment. Figure 2 1 is a diagram showing an operation example when an abnormality occurs in the power conversion device 101 . Figure 3 This is a diagram showing an example of operation when an abnormality occurs in the rechargeable battery 102 .

[0012] The power supply network 1 is a power supply network mounted on a vehicle and supplies power to a load from a plurality of power supply paths. In particular, the power supply network 1 is a power supply network mounted on an electric vehicle such as a pure electric vehicle (BEV) or a hybrid electric vehicle (HEV / PPHEV). The power supply network 1 includes: a first power supply path 20-1, which is connected to a main engine driving power source 100-0 of the vehicle via a power conversion device 101 and is connected to a load; and a second power supply path 20-2, which is connected to a power supply source different from the main engine driving power source 100-0, is connected to a load, and is connected to the first power supply path 20-1 via a switch SW0.

[0013] The power conversion device 101 connected to the host driving power supply 100-0 operates as the power supply 100-1 supplying power to the first power supply path 20-1. The second power supply path 20-2 is connected to the power supply 100-2 (rechargeable battery 102) and is connected to the power supply 100-1 (power conversion device 101) via the switch SW0.

[0014] The main engine driving power supply 100-0 is composed of a charger and a main engine driving high-voltage rechargeable battery electrically connected to the charger in a pure electric vehicle. The main engine driving power supply 100-0 is composed of a motor-generator (hereinafter also referred to as a "motor") mechanically connected to the engine or drive system and a main engine driving high-voltage rechargeable battery electrically connected to them in a hybrid electric vehicle.

[0015] The first power supply path 20-1 and the second power supply path 20-2 are both connected to important loads 41 and 42. The first power supply path 20-1 and the second power supply path 20-2 are both connected to the important load 41 via a diode OR. A portion 42-1 of the important load 42 is connected to the first power supply path 20-1, and another portion 42-2 of the important load 42 is connected to the second power supply path 20-2. In addition to the important loads 41 and 42, a normal load 40-1 may be connected to the first power supply path 20-1, and a normal load 40-2 may be connected to the second power supply path 20-2.

[0016] As important load 41, a steering device (specifically, steering ECU 200-5) or an automatic driving control device (specifically, automatic driving (AD) ECU 200-6) can be cited. As important load 42, a brake device (specifically, electric brake (BK) ECU 200-7 to 200-m+1, or in-wheel motor (IWM) 200'-7 to 200'-m+1, etc.) distributed to each of the multiple wheels can be cited. As normal loads 40-1 and 40-2, loads such as electric windows, air conditioning equipment, navigation devices, or lighting devices can be cited.

[0017] When the first power supply path 20-1 and the second power supply path 20-2 are normal (no abnormality is detected), Figure 1 As shown, the switch SW0 is closed. In this case, the first power supply path 20-1 and the second power supply path 20-2 are electrically connected, and the output power of the power supply source 100-1 (power conversion device 101) located in the first power supply path 20-1 is provided to the second power supply path 20-2 including the power supply source 100-2 (rechargeable battery 102) via the switch SW0. At this time, the power supply source 100-2 (rechargeable battery 102) is charged by the output power of the power supply source 100-1 (power conversion device 101).

[0018] When the first power supply path 20-1 or the second power supply path 20-2 is abnormal, Figure 2 or Figure 3 As shown, the switch SW0 is turned on. In this case, the first power supply path 20-1 and the second power supply path 20-2 operate as separate power supply paths independent of each other.

[0019] For example, Figure 2 As shown, when an abnormality occurs in the power supply source 100-1 (power conversion device 101), the first power supply path 20-1 cannot operate normally, but power is supplied from the second power supply path 20-2 to the important load 41 via the diode OR. Power is supplied from the second power supply path 20-2 to a portion 42-2 of the important load 42. The important loads 41 and 42-2 can continue to operate.

[0020] For example, Figure 3 As shown, when an abnormality occurs in the power supply source 100-2 (rechargeable battery 102), the second power supply path 20-2 cannot operate normally, but power is supplied from the first power supply path 20-1 to the important load 41 via the diode OR. Power is supplied from the first power supply path 20-1 to a portion 42-1 of the important load 42. The important loads 41 and 42-1 can continue to operate.

[0021] Thus, in the power supply network 1 of the present embodiment, the power conversion device 101 and the rechargeable battery 102, which were previously included in one power supply path, are connected to the first power supply path 20-1 and the second power supply path 20-2, respectively, via the switch SW0. Thus, the power supply network 1 of the present embodiment can operate as one power supply path in normal times, and can operate as an independent power supply path in abnormal times. In other words, the power supply network 1 of the present embodiment does not simply make the power conversion device 101 and the rechargeable battery 104 redundant as power supply functions in normal times, but can constitute a power supply path that realizes redundant power supply functions in abnormal times. Therefore, the power supply network 1 of the present embodiment realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of operation in the event of a fault.

[0022] In particular, in an electric vehicle equipped with the power supply network 1 , redundancy of the power supply function can be achieved with a simple structure, and continuity of operation can be ensured in the event of a failure, so that reliability of the vehicle can be easily improved, and safety can be improved.

[0023] In the present embodiment, the term "abnormality" refers to the following failure modes. The power supply network 1 is provided with an ECU and a sensor capable of detecting the following failure modes. <Abnormality of power supply source> Overvoltage: The input voltage from the power supply to the ECU is higher than the threshold. Detection method: Detection is performed by measuring the input voltage provided from the power supply to the ECU by the control function of the ECU. Voltage drop: The input voltage from the power supply to the ECU is lower than the threshold. Detection method: Detection is performed by measuring the input voltage provided from the power supply to the ECU by the control function of the ECU. <Abnormalities in power supply, power supply path, and ECU> Overcurrent: The output current from the ECU flowing through the load is greater than the threshold. Detection method: Detection is performed by measuring the output current from the ECU flowing through the load through the ECU's current sensor. Alternatively, detection is performed by measuring the output voltage (output voltage lower than the threshold) output to the load through the ECU's control function. In this case, by pulling up the output terminal from the ECU to the load with a resistor, it is possible to detect whether the load state has recovered even when the power supply is cut off. Overheat: The device temperature is greater than the threshold. Detection method: Detection by temperature sensor. Or, estimation based on the current value measured by current sensor.

[0024] [Example 2] Figure 4 It is a diagram showing a connection example of a first power supply path 20 - 1 and a second power supply path 20 - 2 to a brake device. Figure 5 It is a diagram showing a connection example of a first power supply path 20 - 1 and a second power supply path 20 - 2 to a brake device. Figure 6 It is a diagram showing a connection example of a first power supply path 20 - 1 and a second power supply path 20 - 2 to an undesired brake device.

[0025] When the first power supply path 20-1 and the second power supply path 20-2 are connected to the brake device, it is necessary to consider preventing a common cause failure (CCF) in the brake device, in which the failure of these power supply paths is the common main factor. The failure of the brake device includes a failure mode in which the braking force cannot be generated at all. In addition, the failure of the brake device includes a failure mode in which the braking force can only be generated on the right wheel or the left wheel but not on the wheel on the opposite side, that is, a failure mode that produces the so-called "one-sided effect".

[0026] Figure 4The figure shows a case where the doubled power supply path is connected to the electric brake ECU of the wheels on the diagonal line. Specifically, the first power supply path 20-1 is connected to the right front electric brake ECU 200-7 (important load 42-1) and the left rear electric brake ECU 200-10 (important load 42-4). The second power supply path 20-2 is connected to the left front electric brake ECU 200-9 (important load 42-3) and the right rear electric brake ECU 200-8 (important load 42-2).

[0027] according to Figure 4 In the connection example, when the first power supply path 20-1 fails and cannot supply power, the right front electric brake ECU200-7 (important load 42-1) and the left rear electric brake ECU200-10 (important load 42-4) do not operate and cannot generate braking force. However, if the second power supply path 20-2 is normal, the left front electric brake ECU200-9 (important load 42-3) and the right rear electric brake ECU200-8 (important load 42-2) operate normally, so there will be no "one-sided effect". Similarly, when the second power supply path 20-2 fails and cannot supply power, the left front electric brake ECU200-9 (important load 42-3) and the right rear electric brake ECU200-8 (important load 42-2) do not operate and cannot generate braking force. However, if the first power supply path 20 - 1 is normal, the right front electric brake ECU 200 - 7 (important load 42 - 1 ) and the left rear electric brake ECU 200 - 10 (important load 42 - 4 ) operate normally, so there is no “one-sided effect”.

[0028] Figure 5 The figure shows a case where the dualized power supply path is connected to the electric brake ECUs of the front or rear left and right wheels, respectively. Specifically, the first power supply path 20-1 is connected to the right front electric brake ECU 200-7 (important load 42-1) and the left front electric brake ECU 200-9 (important load 42-3). The second power supply path 20-2 is connected to the right rear electric brake ECU 200-8 (important load 42-2) and the left rear electric brake ECU 200-10 (important load 42-4).

[0029] according to Figure 5In the connection example, when the first power supply path 20-1 fails and cannot supply power, the right front electric brake ECU200-7 (important load 42-1) and the left front electric brake ECU200-9 (important load 42-3) do not operate and cannot generate braking force. However, if the second power supply path 20-2 is normal, the right rear electric brake ECU200-8 (important load 42-2) and the left rear electric brake ECU200-10 (important load 42-4) operate normally, so there will be no "one-sided effect". Similarly, when the second power supply path 20-2 fails and cannot supply power, the right rear electric brake ECU200-8 (important load 42-2) and the left rear electric brake ECU200-10 (important load 42-4) do not operate and cannot generate braking force. However, if the first power supply path 20 - 1 is normal, the right front electric brake ECU 200 - 7 (important load 42 - 1 ) and the left front electric brake ECU 200 - 9 (important load 42 - 3 ) operate normally, so there is no “one-sided effect”.

[0030] Figure 6 The figure shows a case where the doubled power supply path is connected to the right and left electric brake ECUs, respectively. Specifically, the first power supply path 20-1 is connected to the right front electric brake ECU 200-7 (important load 42-1) and the right rear electric brake ECU 200-8 (important load 42-2). The second power supply path 20-2 is connected to the left front electric brake ECU 200-9 (important load 42-3) and the left rear electric brake ECU 200-10 (important load 42-4).

[0031] according to Figure 6 In the connection example, when the first power supply path 20-1 fails and cannot supply power, the right front electric brake ECU 200-7 (important load 42-1) and the right rear electric brake ECU 200-8 (important load 42-2) do not operate, so a "one-sided effect" occurs in which the right wheel cannot generate braking force. In addition, similarly, when the second power supply path 20-2 fails and cannot supply power, the left front electric brake ECU 200-9 (important load 42-3) and the left rear electric brake ECU 200-10 (important load 42-4) do not operate, so a "one-sided effect" occurs in which the left wheel cannot generate braking force. That is, if Figure 6 As shown, when the redundant power supply paths 20 - 1 , 20 - 2 are connected to only the electric brake ECU of one of the left and right wheels, a “one-sided effect” occurs due to a failure of either of the power supply paths 20 - 1 , 20 - 2 .

[0032] Therefore, in the power supply network 1 of the second embodiment, if Figure 4 and Figure 5 As shown, the first power supply path 20-1 and the second power supply path 20-2 are connected to at least one right wheel brake device of the vehicle and at least one left wheel brake device of the vehicle, respectively. Thus, in the power supply network 1 of the second embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the "one-sided effect" can be prevented from occurring, so the braking action can continue. Therefore, the power supply network 1 of the second embodiment realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of the action in the event of a failure.

[0033] In addition, Figure 5 In the example of connection, since the load applied to the front wheel during braking is greater than that of the rear wheel, it is possible to consider generating a greater braking force. For this reason, the power supply voltage of the first power supply path 20-1 can also be made higher than the power supply voltage of the second power supply path 20-2. For example, the second power supply path 20-2 can be set to 12V and the first power supply path 20-1 can be set to 24 / 36 / 48V. As a result, the front wheel starts faster and can generate a greater braking force.

[0034] In addition, Fig.14 In the seventh embodiment shown, as described later, power can also be supplied to the right front electric brake ECU 200-7 (important load 42-1) and the left front electric brake ECU 200-9 (important load 42-3) from the first power supply path 20-1 and the second power supply path 20-2 via the diode OR. Thus, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the right front electric brake ECU 200-7 (important load 42-1) and the left front electric brake ECU 200-9 (important load 42-3) provided on the front wheel to which a greater load is applied than the rear wheel can be reliably operated.

[0035] Figure 7 The diagram shows an example of connection of a first power supply path 20 - 1 and a second power supply path 20 - 2 to a brake device mounted on a vehicle having more than four wheels. Figure 8 The diagram shows an example of connection of a first power supply path 20 - 1 and a second power supply path 20 - 2 to a brake device mounted on a vehicle having more than four wheels.

[0036] Even in Figure 7 and Figure 8 In the case shown, for at least 4 of all wheels, it is also possible to use Figure 4 and Figure 5That is, when the redundant power supply paths 20-1 and 20-2 must be connected to the electric brake ECUs of at least one wheel on the left and right sides (preferably half of all wheels), a "one-sided effect" will not occur due to a failure of any of the power supply paths 20-1 and 20-2.

[0037] [Example 3] Fig. 9 1 is a diagram showing a connection example of a first power supply path 20 - 1 and a second power supply path 20 - 2 to an in-wheel motor. Fig.10 1 is a diagram showing a connection example of a first power supply path 20 - 1 and a second power supply path 20 - 2 to an in-wheel motor.

[0038] In-wheel motors are electric motors installed inside the impeller hub of wheels used in electric vehicles, etc. In-wheel motors are also called wheel motors, impeller hub motors, or power wheels. In-wheel motors do not necessarily have to have the motor part installed inside the wheel. As long as the motor is integrated with the impeller hub and connected coaxially, it can be considered an in-wheel motor. In-wheel motors can also have the motor, inverter, and brake installed inside the wheel as a whole.

[0039] When the first power supply path 20-1 and the second power supply path 20-2 are connected to the electric drive system including the hub motor, it is necessary to consider preventing the occurrence of a common factor failure (CFF) in the electric drive system in which the failure of these power supply paths is the common factor. The failure of the electric drive system includes a failure mode in which the driving force or regenerative braking force cannot be generated at all. In addition, the failure of the electric drive system includes a failure mode in which only the right wheel or the left wheel can generate the driving force or the regenerative braking force, but the driving force or the regenerative braking force cannot be generated on the wheel on the opposite side, that is, a failure mode that produces the so-called "one-sided effect".

[0040] Even in Fig. 9 and Fig.10 In the case shown, for at least 4 of all wheels, the same Figure 4 and Figure 5 That is, when the redundant power supply paths 20-1 and 20-2 must be connected to the wheel hub motors of at least one wheel (preferably half of all wheels) on both sides of the left and right sides, a "one-sided effect" will not occur due to a failure of any of the power supply paths 20-1 and 20-2.

[0041] Thus, in the power supply network 1 of the third embodiment, the first power supply path 20-1 and the second power supply path 20-2 are respectively connected to at least one right wheel hub motor of the vehicle and at least one left wheel hub motor of the vehicle. Thus, in the power supply network 1 of the third embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the generation of the "one-sided effect" can be prevented. In addition, in the power supply network 1 of the third embodiment, if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the torque of the driving and braking of the left and right wheels can be made to have a difference (specifically, the torque of the outer wheel is greater than the torque of the inner wheel) and easy to rotate. This further means that even if the steering fails, it can be rotated through the wheel hub. Thus, in the power supply network 1 of the third embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the braking action and the steering action can be continued. Therefore, the power supply network 1 of the third embodiment realizes the redundancy of the power supply function with a simple structure, and can ensure the continuity of operation in the event of a failure.

[0042] In addition, as later in Fig. 22 As described in the twelfth embodiment shown, when the auxiliary machine driving power source fails, a part of the wheel hub motor can also be used as a backup power source.

[0043] [Example 4] Fig.11 This is a diagram showing a power supply network 1 suitable for a case where there are many loads at the rear of a vehicle.

[0044] The output power of the power supply source 100-1 (power conversion device 101) is provided to the first power supply path 20-1 via ECU200-1. The first power supply path 20-1 is connected to the steering device (steering ECU200-5) as the important load 41-1 and the automatic driving control device (automatic driving ECU200-6) as the important load 41-2 via the diode OR. In addition, the first power supply path 20-1 is connected to the right front electric brake ECU200-7 as the important load 42-1 and the left front electric brake ECU200-9 as the important load 42-3. In addition, the first power supply path 20-1 is connected to the load 40-1 at the rear of the vehicle via ECU200-3. In addition, the first power supply path 20-1 is connected to the second power supply path 20-2 via the switch SW0 in ECU200-1.

[0045] The second power supply path 20-2 is connected to the power supply source 100-2 (rechargeable battery 102) via ECU 200-2. Furthermore, the second power supply path 20-2 is connected to the right rear electric brake ECU 200-8 as the important load 42-2 and the left rear electric brake ECU 200-10 as the important load 42-4 via ECU 200-4. Furthermore, the second power supply path 20-2 is connected to the load 40-n1 at the rear of the vehicle via ECU 200-4.

[0046] When the first power supply path 20-1 and the second power supply path 20-2 are normal, Figure 1 Similarly, the switch SW0 is turned off. The output power of the power supply source 100-1 (power conversion device 101) in the first power supply path 20-1 is supplied to the second power supply path 20-2 including the power supply source 100-2 (rechargeable battery 102) via the switch SW0. The power supply source 100-2 (rechargeable battery 102) is charged by the output power of the power supply source 100-1 (power conversion device 101).

[0047] When the first power supply path 20-1 or the second power supply path 20-2 is abnormal, Figure 2 or Figure 3 Similarly, the switch SW0 is turned on, and the first power supply path 20 - 1 and the second power supply path 20 - 2 operate as separate power supply paths that are independent of each other.

[0048] Thus, in the power supply network 1 of the fourth embodiment, the first power supply path 20-1 and the second power supply path 20-2 are respectively connected to the steering device of the vehicle. Thus, in the power supply network 1 of the fourth embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the steering action can be continued. Furthermore, in the power supply network 1 of the fourth embodiment, the first power supply path 20-1 and the second power supply path 20-2 are respectively connected to the automatic driving control device of the vehicle. Thus, in the power supply network 1 of the fourth embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the control action of the automatic driving can be continued. Therefore, the power supply network 1 of the fourth embodiment realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of the action in the event of a failure.

[0049] [Example 5] Fig.12 This is a diagram showing a power supply network 1 suitable for a case where the load at the rear of a vehicle is small.

[0050] exist Fig.11 In the fourth embodiment shown, since there are many loads at the rear of the vehicle, the loads 40-1 to 40-n1 at the rear of the vehicle are connected to the ECU 200-3 and the ECU 200-4. Fig.12In the fifth embodiment shown, since the load at the rear of the vehicle is small, only the loads 40-1 to 40-n2 (n1>n2) at the rear of the vehicle are connected to the ECU 200-4. Fig.11 The same as shown in Example 4.

[0051] In the power supply network 1 of the fifth embodiment, since the ECU 200-3 can be omitted in a smaller vehicle with less load at the rear of the vehicle, the number of ECUs responsible for power distribution can be reduced accordingly, thereby reducing costs according to the vehicle model. In addition, the ECU 200-4 at the rear of the vehicle is preferably arranged in the center rather than the left part of the rear of the vehicle.

[0052] [Example 6] Fig.13 This is a diagram showing a power supply network 1 in which a dual power supply path is connected to the brake devices of the wheels on the diagonal line.

[0053] The first power supply path 20-1 is connected to the right front electric brake ECU 200-7 (important load 42-1) via ECU 200-1, and is connected to the left rear electric brake ECU 200-10 (important load 42-4) via ECU 200-3. The second power supply path 20-2 is connected to the left front electric brake ECU 200-9 (important load 42-3) via ECU 200-2, and is connected to the right rear electric brake ECU 200-8 (important load 42-2) via ECU 200-4.

[0054] In the power supply network 1 of the sixth embodiment, Figure 4 Similarly, in the second embodiment shown, when the first power supply path 20-1 fails and cannot supply power, the right front electric brake ECU 200-7 (important load 42-1) and the left rear electric brake ECU 200-10 (important load 42-4) do not operate and cannot generate braking force. However, if the second power supply path 20-2 is normal, the left front electric brake ECU 200-9 (important load 42-3) and the right rear electric brake ECU 200-8 (important load 42-2) operate normally, so there will be no "one-sided effect". In addition, similarly, when the second power supply path 20-2 fails and cannot supply power, the left front electric brake ECU 200-9 (important load 42-3) and the right rear electric brake ECU 200-8 (important load 42-2) do not operate and cannot generate braking force. However, if the first power supply path 20 - 1 is normal, the right front electric brake ECU 200 - 7 (important load 42 - 1 ) and the left rear electric brake ECU 200 - 10 (important load 42 - 4 ) operate normally, so there is no “one-sided effect”.

[0055] Therefore, in the power supply network 1 of the sixth embodiment, Figure 4 Similarly, in the second embodiment shown, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the "one-sided effect" can be prevented from occurring, so the braking action can continue. Therefore, the power supply network 1 of the sixth embodiment realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of the action in the event of a failure.

[0056] [Example 7] Fig.14 This is a diagram showing a power supply network 1 which is doubled by diodes in order to strengthen the power supply to the front wheel brake device.

[0057] The right front electric brake ECU 200-7 (important load 42-1) is connected to the first power supply path 20-1 and the second power supply path 20-2 through a diode OR. The left front electric brake ECU 200-9 (important load 42-3) is connected to the first power supply path 20-1 and the second power supply path 20-2 through a diode OR. The right front electric brake ECU 200-7 (important load 42-1) and the left front electric brake ECU 200-9 (important load 42-3) are respectively powered from the first power supply path 20-1 via ECU 200-1 and from the second power supply path 20-2 via ECU 200-2.

[0058] Thus, in the power supply network 1 of the seventh embodiment, even if any one of the first power supply path 20-1 and the second power supply path 20-2 fails, the right front electric brake ECU 200-7 (important load 42-1) and the left front electric brake ECU 200-9 (important load 42-3) provided on the front wheel to which a greater load is applied than the rear wheel can be reliably operated. Therefore, the power supply network 1 of the seventh embodiment realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of operation in the event of a failure.

[0059] [Example 8] Fig.15 It is a diagram showing the configuration of ECUs 200 - 1 and 200 - 2.

[0060] ECU200-1 supplies power from power supply source 100-1 (power conversion device 101) to first power supply path 20-1 via switches SW11 to SW1m and current sensors (shunt resistors) rs11 to rs1m. ECU200-1 supplies power from power supply source 100-1 (power conversion device 101) to ECU200-2 via switch SW0 and current sensor (shunt resistor) rs0.

[0061] ECU200-1 has a control function 210-1. The control function 210-1 monitors the input voltage Vi1 and the output voltages Vo0, Vo11~Vo1m. In addition, the control function 210-1 monitors the output currents I0, I11~I1m through the current sensors (shunt resistors) rs0, rs11~rs1m. Then, the control function 210-1 opens the switches SW11~SW1m and the switch SW0 (set to off) to cut off the current when there is an overvoltage (the input voltage is higher than the threshold), a voltage drop (the input voltage is lower than the threshold), or an overcurrent (the output current is larger than the threshold, and the output voltage is lower than the threshold).

[0062] The ECU 200 - 2 supplies the electric power from the power supply source 100 - 2 (rechargeable battery 102 ) and the electric power from the ECU 200 - 1 to the second power supply path 20 - 2 via switches SW21 to SW2n and current sensors (shunt resistors) rs21 to rs2n.

[0063] ECU200-2 has a control function 210-2. The control function 210-2 monitors the input voltage Vi2 and the output voltages Vo21~Vo2n. In addition, the control function 210-2 monitors the output currents I21~I2n through the current sensors (shunt resistors) rs21~rs2n. Then, the control function 210-2 opens the switches SW21~SW2n (set to off) to cut off the current when there is an overvoltage (the input voltage is higher than the threshold), a voltage drop (the input voltage is lower than the threshold), or an overcurrent (the output current is larger than the threshold, and the output voltage is lower than the threshold).

[0064] In addition, when the above-mentioned overvoltage, voltage drop, and overcurrent are not detected in either ECU200-1 or ECU200-2, the control function 210-1 of ECU200-1 turns off the switch SW0 (sets it to conduction). The control function 210-1 can electrically connect the first power supply path 20-1 and the second power supply path 20-2, and charge the power supply 100-2 (rechargeable battery 102) with the power from the power supply 100-1 (power conversion device 101).

[0065] When neither ECU 200-1 nor ECU 200-2 detects the overvoltage, voltage drop, or overcurrent, control function 210-1 turns switch SW0 off. Control function 210-1 can electrically separate first power supply path 20-1 from second power supply path 20-2 and operate them as independent power supply paths.

[0066] [Example 9] Fig.161 is a diagram showing a connection example of power lines 50 - 1 and 50 - 2 for supplying power to a control function 210 - 3 in the ECU 200 - 3 . Fig.17 1 is a diagram showing a connection example of power lines 50 - 1 and 50 - 2 for supplying power to a control function 210 - 3 in the ECU 200 - 3 .

[0067] exist Fig.16 In order to supply power to the loads 40-1 to 40-n connected to the ECU 200-3, in addition to the power line 50-1, the power line 50-2 is also connected to the control function 210-3 in the ECU 200-3 via the diode OR. In addition, in addition to the power line 50-1, another power line 50-2 is also connected to the pull-up resistor Rpu via the diode OR, and the pull-up resistor Rpu is connected to the power line through which the output power from the ECU 200-3 to the loads 40-1 to 40-n flows. Fig.16 The illustrated power line 50 - 1 and the power line 50 - 2 are each a part of the first power supply path 20 - 1 .

[0068] Thus, in the power supply network 1 of the ninth embodiment, even if an overcurrent or a short circuit occurs in the loads 40-1 to 40-n and the power line 50-1 is cut off, the operation of the control function 210-3 can be continued through the other power line 50-2. Therefore, in the power supply network 1 of the ninth embodiment, the control function 210-3 identifies the load that has an overcurrent or a short circuit from the loads 40-1 to 40-n, and after cutting off the switch SW to the load, the power line 50-1 can be opened again, so that the time required for recovery can be shortened.

[0069] In addition, in the power supply network 1 of the ninth embodiment, in addition to the power line 50-1, another power line 50-2 also supplies power to the pull-up resistor Rpu, so that the load having an overcurrent or short circuit can be identified more quickly. Therefore, the power supply network 1 of the ninth embodiment can further shorten the time required for recovery.

[0070] In addition, if Fig.17 As shown, power line 50-2 may extend from another ECU 200-2 different from power line 50-1 and be connected to ECU 200-3. This can prevent power line 50-1 and power line 50-2 from failing at the same time. Fig.17 The power line 50-1 shown is a part of the first power supply path 20-1. Fig.17 The illustrated power line 50 - 2 is a part of the second power supply path 20 - 2 .

[0071] [Example 10] Fig.18 It is a diagram showing the structure of the power conversion device 103 . Fig.19 (a) means Fig.18 The diagram shows an example of normal operation of the power conversion device 103 shown. Fig.19 (b) means Fig.18 FIG. 1 is a diagram showing an operation example of the power conversion device 103 during the DC / DC operation. Fig.19 (c) means Fig.18 FIG. 1 is a diagram showing an operation example when a failure occurs in one phase of the high voltage inverter 110 of the power conversion device 103 shown.

[0072] The power supply network 1 of embodiment 10 may include Figure 1 The power conversion device 101 shown in the figure is different from the power conversion device (DC / DC converter) 103. The power conversion device 103 includes a high voltage inverter (HV INV) 110 as a first inverter connected to the host driving power supply. In addition, the power conversion device 103 includes a low voltage inverter (LV INV) 130 as a second inverter connected to the first power supply path 20-1 (or the second power supply path 20-2). In addition, the power conversion device 103 includes a motor 150. The motor 150 is mechanically connected to the drive wheel to rotate the drive wheel. The motor 150 includes the function of a generator.

[0073] The motor 150 includes a first winding, namely a high voltage winding 120U, 120V, 120W, connected to the high voltage inverter 110 as the first inverter, and a second winding, namely a low voltage winding 140U, 140V, 140W, connected to the low voltage inverter 130 as the second inverter. Fig.18 As shown, the high voltage winding 120U, 120V, 120W and the low voltage winding 140U, 140V, 140W can be connected by Y-shaped connection or by Δ-shaped connection. The number of turns of the high voltage winding 120U, 120V, 120W and the low voltage winding 140U, 140V, 140W is different according to the applied voltage, but they are not a single winding with taps, but are respectively insulated windings.

[0074] The power conversion device 103 operates according to the torque command from the upper control device of the power conversion device 103. The torque command is a control command for controlling the operation of the power conversion device 103 so as to output a desired torque from the motor 150. The torque command includes: a first torque command, which is a control command for the high voltage inverter 110 as the first inverter; and a second torque command, which is a control command for the low voltage inverter 130 as the second inverter. Fig.19 (a) to Fig.19 As shown in (c), the power conversion device 103 operates in at least three operation modes.

[0075] Normally, the power conversion device 103 operates as a main engine driving power converter that converts the DC power from the main engine driving power supply 100-0 into AC power to drive the motor 150. Specifically, Fig.19 As shown in (a), a first torque instruction is provided to the power conversion device 103, and the first torque instruction indicates the specified torque (also referred to as "driving torque") that the motor 150 should output in order to rotate the drive wheel connected to the motor 150 at a specified speed or a specified torque. Fig.19 As shown in (a), the power conversion device 103 does not provide the second torque command (or provides the second torque command indicating a torque value of zero). The high voltage inverter 110 operates according to the first torque command, and provides AC power to the high voltage winding 120U, 120V, 120W to drive the motor 150. The low voltage inverter 130 does not operate. As a result, in the power conversion device 103, under normal circumstances, only the high voltage inverter 110 operates, and the motor 150 can be driven to output a specified torque. In addition, in the power conversion device 103, under normal circumstances, when the vehicle is decelerated, the motor 150 can be regeneratively braked.

[0076] In the DC / DC operation, the power conversion device 103 operates as a DC / DC converter that converts high voltage into low voltage using the high voltage winding 120U, 120V, 120W and the low voltage winding 140U, 140V, 140W of the motor 150. Specifically, Fig.19 As shown in (b), a negative second torque instruction for regenerative braking of the motor 150 is provided to the power conversion device 103. In addition, a first torque instruction is provided to the power conversion device 103, in which the second torque instruction portion is added to the specified torque to be output by the motor 150. The high voltage inverter 110 operates according to the first torque instruction, and supplies AC power to the high voltage winding 120U, 120V, 120W to drive the motor 150. The low voltage inverter 130 operates according to the second torque instruction, and recovers AC power from the low voltage winding 140U, 140V, 140W. The low voltage inverter 130 converts the recovered AC power into DC power and provides it to the first power supply path 20-1 (or the second power supply path 20-2). As a result, the power conversion device 103 can drive the motor 150 to output the specified torque while using the power of the second torque instruction portion for power conversion from high voltage to low voltage.

[0077] When one phase of the high voltage inverter 110 fails, the high voltage inverter 110 cannot drive the motor 150 only with the other two normal phases according to the electrical angle, and thus cannot start or power the motor 150. In particular, if the motor 150 stops at an electrical angle that makes it impossible to start, the high voltage inverter 110 cannot start the motor 150.

[0078] When one phase of the high voltage inverter 110 fails, the power conversion device 103 operates to drive the motor 150 through the low voltage inverter 130 at a timing when the electrical angle of the motor 150 cannot be started or powered. Fig.19 As shown in (c), a first torque instruction indicating a prescribed torque that the motor 150 should output is provided to the power conversion device 103. In addition, a second torque instruction is provided to the power conversion device 103, and the second torque instruction indicates the prescribed torque that the motor 150 should output at the timing when the electrical angle in the range where the starting or power operation cannot be performed arrives, and the indicated torque value is zero in the case other than the timing. Thus, even if one phase of the high voltage inverter 110 fails and the electrical angle in the range where the starting or power operation cannot be performed arrives, the power conversion device 103 can continue the operation of starting or power operation of the motor 150.

[0079] Thus, the power supply network 1 of the tenth embodiment can realize the continuity of operation when the electric drive system including the motor 150 fails. Fig.19 (b) and Fig.19 As described in (c), the power supply network 1 of the embodiment 10 can use the power conversion device 103 as a redundant power conversion device to deal with the failure of the normal DC / DC converter. Therefore, the power supply network 1 of the embodiment 10 can not only ensure the operation continuity when the electric drive system fails, but also ensure the operation continuity when the power conversion device (DC / DC converter) fails. Therefore, the power supply network 1 of the embodiment 10 realizes the redundancy of the power supply function through a simple structure, and can ensure the operation continuity when a failure occurs.

[0080] In addition, as a variation of the tenth embodiment, the low voltage inverter 130 (second inverter) may also be connected to the auxiliary machine driving power supply via the second power supply path 20-2 (or the first power supply path 20-1). That is, the power conversion device 103 of the variation of the tenth embodiment may also include a high voltage inverter 110 (first inverter) connected to the main machine driving power supply, a low voltage inverter 130 (second inverter) connected to the auxiliary machine driving power supply, and a motor 150. Furthermore, the power conversion device 103 of the variation of the tenth embodiment may also be configured according to the above-mentioned Fig.19 (a)~ Fig.19(c) The operation mode described in the embodiment 10 is performed. Thus, in the power supply network 1 of the modified example of the embodiment 10, the power conversion device 103 can also be used as a redundant power conversion device to deal with the failure of the normal DC / DC converter, which can not only ensure the continuity of operation when the electric drive system fails, but also ensure the continuity of operation when the power conversion device (DC / DC converter) fails. Therefore, the power supply network 1 of the modified example of the embodiment 10 realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of operation when a failure occurs.

[0081] [Example 11] Fig. 20 It shows that Fig.18 The power conversion device 103 shown is a diagram of a power supply network 1 having a power supply source 100 - 1 as a first power supply path 20 - 1 . Fig.21 It shows that Fig.18 The power conversion device 103 shown is a diagram of a power supply network 1 in which the power supply source 100 - 2 of the second power supply path 20 - 2 is used.

[0082] Fig. 20 The power supply network 1 of the embodiment 11 shown includes Fig.18 The power conversion device 103 shown in FIG. Fig.11 The power supply network 1 of the fourth embodiment shown is provided with a conventional power conversion device 101. Fig. 20 The power supply network 1 of the eleventh embodiment shown can eliminate the need for a conventional power conversion device 101 and ensure the continuity of operation when a failure occurs in the electric drive system including the motor 150 .

[0083] Fig.21 The power supply network 1 of the embodiment 11 shown includes Fig.18 The power conversion device 103 shown in FIG. Fig.11 The power supply network 1 of the fourth embodiment shown has a rechargeable battery 102. Fig.21 In the power supply network 1 of the embodiment 11 shown, when the power supply paths 20-1 and 20-2 are abnormal, the first power supply path 20-1 uses the power conversion device 101 as the power supply source 100-1, and the second power supply path 20-2 uses the power conversion device 103 as the power supply source 100-2, and each can operate as an independent redundant power supply path. Fig.21 Since the power supply network 1 of the illustrated embodiment 11 does not need to charge the rechargeable battery 102, the switch SW0 can be always opened or not needed.

[0084] [Example 12] Fig. 22 1 is a diagram showing a power supply network 1 in which a part of the in-wheel motor is used as a power supply for driving an auxiliary machine.

[0085] In the power supply network 1 of the embodiment 12, when the auxiliary machine driving power supply fails, part of the in-wheel motors are used as a backup auxiliary machine driving power supply. However, from the viewpoint of left-right balance of driving torque, it is preferable to use the in-wheel motors of the same number of wheels on the left and right as auxiliary machine driving power supply.

[0086] In the power supply network 1 of the twelfth embodiment, a part of the in-wheel motors is connected to the second power supply path 20-2 (or the first power supply path 20-1) connected to the auxiliary machine driving power supply (e.g., 12 / 24 / 36 / 48V system), and the other in-wheel motors are connected to the main machine driving power supply (hundreds of V system).

[0087] In the power supply network 1 of Example 12, when the auxiliary machine driving power supply is abnormal during driving, the operation is performed as follows. That is, for the wheel hub motor connected to the second power supply path 20-2 (or the first power supply path 20-1) connected to the auxiliary machine driving power supply, a negative second torque instruction for regenerative braking of the wheel hub motor is provided. The wheel hub motor connected to the auxiliary machine driving power supply operates according to the second torque instruction. For the wheel hub motor connected to the main machine driving power supply, a first torque instruction is provided in which the second torque instruction portion is added to the prescribed torque. The wheel hub motor connected to the main machine driving power supply operates according to the first torque instruction. As a result, the wheel hub motor connected to the second power supply path 20-2 (or the first power supply path 20-1) connected to the auxiliary machine driving power supply can generate power based on regenerative braking and provide it to the second power supply path 20-2 (or the first power supply path 20-1).

[0088] In addition, if you use Fig. 22 Specifically, the right front wheel hub motor 200 ′- 7 (important load 42 ′- 1 ) and the left front wheel hub motor 200 ′- 9 (important load 42 ′- 3 ) are connected to the second power supply path 20 - 2 . Fig. 22 In the power supply network 1 of the embodiment 12 shown, when the power supply paths 20-1 and 20-2 are abnormal, the first power supply path 20-1 uses the power conversion device 101 as the power supply source 100-1, and the second power supply path 20-2 uses the right front wheel hub motor 200'-7 and the left front wheel hub motor 200'-9 as the power supply source, and can respectively operate as independent redundant power supply paths. As a result, the power supply network 1 of the embodiment 12 can ensure the continuity of operation when the auxiliary machine drive power supply fails. Therefore, the power supply network 1 of the embodiment 12 realizes the redundancy of the power supply function through a simple structure, and can ensure the continuity of operation when a failure occurs.

[0089] in addition, Fig. 22In the embodiment 12, the right front wheel hub motor 200'-7 (important load 42'-1) and the left front wheel hub motor 200'-9 (important load 42'-3) are connected to the second power supply path 20-2. However, in the power supply network 1 of the embodiment 12, any wheel hub motor can be connected to the second power supply path 20-2 (or the first power supply path 20-1).

[0090] In addition, Fig.18 In the power supply network 1 of the tenth embodiment shown, since the high voltage winding 120U, 120V, 120W and the low voltage winding 140U, 140V, 140W are electromagnetically coupled, power can be supplied even when the vehicle is stopped (when the motor 150 is stationary). However, in the power supply network 1 of the twelfth embodiment, since the wheel hub motor connected to the main engine driving power source and the wheel hub motor connected to the auxiliary engine driving power source are only mechanically connected via the road surface, power cannot be supplied if the vehicle is not running. Therefore, in the power supply network 1 of the twelfth embodiment, in order to supply power from the wheel hub motor connected to the auxiliary engine driving power source even when the vehicle is stopped, it is also considered to use a rechargeable battery.

[0091] In addition, Fig.21 The embodiment 11 and Fig. 22 In the power supply network 1 of the embodiment 12 shown, the rechargeable battery 102 may not be required as the power supply source for driving the auxiliary machine. However, generally, with respect to the high-voltage rechargeable battery for driving the main machine, in most cases, the high-voltage contactor is opened for safety when the vehicle is not in use, and the high-voltage contactor is closed by the power supply for driving the auxiliary machine when the vehicle is in use. In this case, a power supply that is smaller in scale than the rechargeable battery 102 and that can provide the power required to open and close the high-voltage contactor may be prepared as the power supply source for driving the auxiliary machine instead of the rechargeable battery 102.

[0092] [other] The present invention is not limited to the above-mentioned embodiments, but also includes various modified examples. For example, the above-mentioned embodiments are detailed descriptions for the purpose of explaining the present invention in an understandable manner, and the present invention is not necessarily limited to including all the structures described. In addition, a part of the structure of a certain embodiment may be replaced with the structure of another embodiment, and in addition, the structure of another embodiment may be added to the structure of a certain embodiment. In addition, other structures may be added, deleted, or replaced with a part of the structure of each embodiment.

[0093] In addition, the above-mentioned structures, functions, processing parts, processing units, etc. can also be implemented in hardware by designing a part or all of them, such as through integrated circuits. In addition, the above-mentioned structures, functions, etc. can also be implemented in software by interpreting and executing programs that implement the respective functions through a processor. Information such as programs, tables, files, etc. that implement the various functions can be stored in a memory or a recording device such as a hard disk, SSD (Solid State Drive), or a recording medium such as an IC card, SD card, DVD, etc.

[0094] In addition, the control lines and information lines necessary for explanation are shown, but not all the control lines and information lines necessary for the product are shown. In fact, it can be considered that almost all the structures are connected to each other. Description of symbols

[0095] 1…power supply network, 20-1…first power supply path, 20-2…second power supply path, 40-1 to 40-n2, 41-1, 41-2, 42-1 to 42-n+1, ​​42'-1 to 42'-n+1…load, 100-0…power supply for driving the host, 101, 103…power conversion device, 102…rechargeable battery, 110…high voltage inverter (first inverter), 120U, 120V, 120W…high voltage winding (first 1 winding), 130…low voltage inverter (2nd inverter), 140U, 140V, 140W…low voltage winding (2nd winding), 150…motor, 200-5…steering ECU (steering device), 200-6…autopilot ECU (autopilot control device), 200-7~200-m+1…electric brake ECU (brake device), 200'-7~200'-m+1…wheel hub motor, SW0…switch.

Claims

1. A power supply network, which is mounted on a vehicle and supplies power to a load from a plurality of power supply paths, characterized in that: include: a first power supply path connected to a main engine driving power source of the vehicle via a power conversion device and connected to the load; as well as a second power supply path connected to a power supply source different from the host driving power supply and connected to the load, and connected to the first power supply path via a switch, The switch is closed when the first power supply path and the second power supply path are normal, and is opened when the first power supply path or the second power supply path is abnormal.

2. The power supply network according to claim 1, characterized in that: The first power supply path and the second power supply path are connected to a brake device for at least one right wheel of the vehicle and a brake device for at least one left wheel of the vehicle, respectively.

3. The power supply network according to claim 1, characterized in that: The first power supply path and the second power supply path are connected to an in-wheel motor for at least one right wheel of the vehicle and an in-wheel motor for at least one left wheel of the vehicle, respectively.

4. The power supply network according to claim 1, characterized in that: The first power supply path and the second power supply path are respectively connected to a steering device of the vehicle.

5. The power supply network according to claim 1, characterized in that: The first power supply path and the second power supply path are respectively connected to an automatic driving control device of the vehicle.

6. The power supply network according to claim 1, characterized in that: The power conversion device comprises: a first inverter connected to the host driving power supply; a second inverter connected to the first power supply path; and The electric motor includes a first winding connected to the first inverter and a second winding connected to the second inverter.

7. The power supply network according to claim 6, characterized in that: The second inverter operates according to a second torque command for regeneratively braking the electric motor, and the first inverter operates according to a first torque command obtained by adding the second torque command portion to a predetermined torque.

8. The power supply network according to claim 1, characterized in that: The vehicle includes an in-wheel motor connected to the main engine driving power source and an in-wheel motor connected to the second power supply path. The in-wheel motor connected to the second power supply path is operated according to a second torque instruction for regenerative braking of the in-wheel motor. The in-wheel motor connected to the main engine driving power source is operated according to a first torque command obtained by adding the second torque command portion to a predetermined torque.

9. An electric vehicle, characterized in that: Equipped with the power supply network described in claim 1.

10. A power conversion device, characterized in that: include: a first inverter connected to a main engine driving power source of the vehicle; a second inverter connected to a power source for driving an auxiliary machine of the vehicle; as well as The electric motor includes a first winding connected to the first inverter and a second winding connected to the second inverter.

11. The power conversion device according to claim 10, characterized in that: The second inverter operates according to a second torque command for regeneratively braking the electric motor, and the first inverter operates according to a first torque command obtained by adding the second torque command portion to a predetermined torque.

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