Vehicle control system

Abstract

This invention provides a vehicle control system that can discharge the residual charge of a capacitor using an existing power supply during a vehicle collision. [Solution] A vehicle control system comprising a high-voltage power supply, a motor, a power conversion control device that converts the power output from the high-voltage power supply and outputs it to the motor, a capacitor that stores electric charge, an auxiliary power supply, a motor control device that controls the power supplied to the motor by supplying power from the auxiliary power supply to the power conversion control device, and a main control device that receives power from the auxiliary power supply and outputs a command signal to the motor control device according to the power supplied to the motor, wherein in the event of a collision, the main relay is controlled to disconnect the high-voltage power supply and the capacitor, and the discharge relay is controlled to connect the capacitor and a resistor provided in parallel with the motor (step S3).

Description

Technical Field

[0001] This invention relates to a control system for a vehicle equipped with a motor as a driving force source.

Background Art

[0002] Patent Documents 1 and 2 disclose a vehicle control system including a motor as a driving force source, a high-voltage power source that is the power supply for the motor, and a power conversion device that controls the power supplied from the high-voltage power source to the motor. When the vehicle collides, the control system is configured to discharge the residual charge of a capacitor provided in the power conversion device.

[0003] The control system described in Patent Document 1 is configured such that an ECU for controlling the power conversion device and the like is supplied with power from an accessory power source provided outside the power conversion device. Even if the power line connecting the accessory power source and the ECU is broken during a vehicle collision, the residual charge of the capacitor can be discharged. Specifically, a backup power source for supplying power to the ECU is provided inside the housing where the power conversion device is installed, using the power of the power conversion device. When power cannot be supplied from the accessory power source to the ECU, the backup power source is activated to supply power to the ECU. This ECU is configured to output a gate signal to a switching element provided in a converter as the power conversion device or a switching element provided on the output side of the converter. As a result, current flows through a reactor provided in the converter and a resistance element connected in series with the switching element, discharging the residual charge of the capacitor.

[0004] Furthermore, the vehicle control system described in Patent Document 2 is configured to determine whether the capacitor voltage is above a reference voltage when the applied voltage to the ECU temporarily drops and the ECU is reset, or when the ECU receives a collision detection signal, and outputs a gate signal to the switching element provided in the converter if the capacitor voltage is above the reference voltage. As a result, current flows through the reactor provided in the converter, and the residual charge of the capacitor is discharged. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2011-259517 [Patent Document 2] Japanese Patent Publication No. 2017-070045 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] The control system described in Patent Document 1 outputs a gate signal to a switching element provided in the power converter, causing current to flow to a discharge section such as a reactor, and discharging the residual charge of the capacitor. The ECU that outputs the gate signal is supplied with power from a backup power supply provided in the housing together with the power converter. In other words, a dedicated power supply is provided for discharging the residual charge of the capacitor. Therefore, the power converter, including the backup power supply, may become larger.

[0007] This invention was made in view of the above-mentioned technical problems, and the object of this invention is to provide a vehicle control system that can discharge the residual charge of a capacitor using an existing power supply when a vehicle is involved in a collision. [Means for solving the problem]

[0008] To achieve the above objective, this invention provides a vehicle control system comprising: a high-voltage power supply; a motor driven by power supplied from the high-voltage power supply; a power conversion control device that converts the power output from the high-voltage power supply and outputs it to the motor; a capacitor provided between the high-voltage power supply and the motor for storing charge; an auxiliary power supply with a lower voltage than the high-voltage power supply; a motor control device that controls the power supplied to the motor by supplying power from the auxiliary power supply to the power conversion control device; and a main control device that is supplied with power from the auxiliary power supply and outputs a command signal to the motor control device corresponding to the power supplied to the motor, wherein the high-voltage power supply and the capacitor and The main control device comprises a main relay that selectively interrupts the transfer of power between the capacitor and the capacitor, a collision determination unit that determines that the vehicle has collided, a resistor provided in parallel with the motor and having a resistance value greater than or equal to a predetermined value, and a discharge relay that selectively connects the capacitor and the resistor, wherein the main control device comprises a disconnection control unit that controls the main relay to disconnect the high-voltage power supply and the capacitor when the collision determination unit determines that the vehicle has collided, and a discharge control unit that controls the discharge relay to connect the capacitor and the resistor when the collision determination unit determines that the vehicle has collided.

[0009] Furthermore, in this invention, the resistor may include a heater for heating the water flowing inside the vehicle.

[0010] Furthermore, this invention may further include a first power line connected to the auxiliary power supply and the motor control device, and a second power line connected to the auxiliary power supply and the main control device, wherein the second power line may be formed to be less likely to break than the first power line in the event of a vehicle collision.

[0011] Furthermore, in this invention, the power conversion control device may include a converter having a switching element that allows current to flow from the motor side to the high-voltage power supply side by energizing the gate of the auxiliary power supply, and a diode that allows current to flow only from the high-voltage power supply side to the motor side and is provided in parallel with the switching element. [Effects of the Invention]

[0012] In this invention, the vehicle control system has a resistor connected in parallel with the motor. The resistor and the capacitor are selectively connected by a discharge relay. Therefore, by making the discharge relay conductive, current flows through the resistor, and the residual charge of the capacitor can be discharged. The discharge relay is powered and operated by the main control unit. Therefore, even if the power line connecting the auxiliary power supply and the motor control unit (which controls the motor by supplying power from the auxiliary power supply to the power conversion control unit) is broken in the event of a vehicle collision, or if the power line inputting a signal from the motor control unit to the power conversion control unit is broken, and the power conversion control unit cannot be controlled, the residual charge of the capacitor can still be discharged by supplying power to the discharge relay from the main control unit. As a result, the residual charge of the capacitor can be discharged using an existing main control unit, and the system can be kept from becoming larger. [Brief explanation of the drawing]

[0013] [Figure 1] Figure 1 is a schematic diagram showing an example of an electrical circuit diagram comprising a high-voltage power supply, motor, capacitor, and power conversion control device in an embodiment of the present invention. [Figure 2] Figure 2 is a block diagram illustrating the power supplied to the Main-ECU and MG-ECU, and the signals input to or output to the Main-ECU and MG-ECU. [Figure 3] Figure 3 is a block diagram illustrating the functional configuration of the Main-ECU. [Figure 4]Figure 4 is a flowchart illustrating an example of a control mechanism that discharges the residual charge of a smoothing capacitor during a vehicle collision. [Modes for carrying out the invention]

[0014] This invention will be described based on the embodiments shown in the figures. The embodiments described below are merely examples of how this invention can be implemented and do not limit it.

[0015] Figure 1 shows an example of an electrical circuit diagram comprising a high-voltage power supply, motor, capacitor, and power conversion control device according to an embodiment of this invention. This high-voltage power supply 1 is a power supply that outputs a DC voltage, similar to the power supplies provided in conventional electric vehicles and hybrid vehicles. The high-voltage power supply 1 can be made up of secondary batteries such as lithium-ion batteries and nickel-metal hydride batteries, or electric double-layer capacitors. The high-voltage power supply 1 shown in Figure 1 is made up of a battery pack in which multiple batteries are arranged in series.

[0016] Motor 2 can be configured as a three-phase AC synchronous motor equipped with multiple permanent magnets on rollers, similar to motors used as power sources in conventional electric vehicles and hybrid vehicles. In other words, motor 2 operates when an AC voltage is applied. The motor 2 shown in Figure 1 is configured as a star-connected AC motor and is equipped with a U-phase coil 2u, a V-phase coil 2v, and a W-phase coil 2w. One end of each of these coils 2u, 2v, and 2w is connected to the neutral point 3.

[0017] A power control unit (hereinafter referred to as PCU) 4 is provided between the high-voltage power supply 1 and the motor 2 shown in Figure 1. This PCU 4 includes a converter 5 that boosts or lowers the voltage exchanged between the high-voltage power supply 1 and the motor 2, and an inverter 6 that converts the DC voltage output from the high-voltage power supply 1 into an AC voltage and outputs it to the motor 2, or converts the AC voltage generated by the motor 2 into a DC voltage and charges the high-voltage power supply 1.

[0018] A system main relay (hereinafter referred to as SMR) 7 is provided that can electrically disconnect the high-voltage power supply 1 and the PCU 4. This SMR 7 is composed of a positive-side system main relay (hereinafter referred to as SMR-B) 7a and a negative-side system main relay (hereinafter referred to as SMR-G) 7b, similar to the SMR provided in the conventional electric circuit.

[0019] Specifically, a positive electrode bus bar 8 is connected to the positive electrode of the high-voltage power supply 1, and an SMR-B 7a is provided on the positive electrode bus bar 8 that can selectively disconnect the positive electrode of the high-voltage power supply 1 and the PCU 4. Similarly, a negative electrode bus bar 9 is connected to the negative electrode of the high-voltage power supply 1, and an SMR-G 7b is provided on the negative electrode bus bar 9 that can selectively disconnect the negative electrode of the high-voltage power supply 1 and the PCU 4. In addition, in order to suppress the sudden flow of high current when the SMR 7 is switched on, a bypass circuit including a resistor (not shown) and a pre-charge system main relay arranged in series with the resistor may be provided in parallel with the SMR-G 7b.

[0020] A first smoothing capacitor 10 is connected to the output side of the above-mentioned SMR 7 to suppress fluctuations in the voltage output from the high-voltage power supply 1 and also to suppress fluctuations in the voltage input to the high-voltage power supply 1. Specifically, the positive electrode side terminal of the first smoothing capacitor 10 is connected to the positive electrode bus bar 8, and the negative electrode side terminal is connected to the negative electrode bus bar 9. Also, a first voltmeter 11 for detecting the voltage charged in the first smoothing capacitor 10 is provided in parallel with the first smoothing capacitor 10.

[0021] In the example shown in FIG. 1, two converters 5a and 5b are connected in parallel. Since these converters 5a and 5b can be configured identically, hereinafter, only one converter 5a will be described, and the description of the other converter 5b will be omitted. Also, in the figure, the components of one converter 5a are labeled with the reference numeral "a", and the components of the other converter 5b are labeled with "b".

[0022] Converter 5a consists of a reactor 11a, two metal-oxide-semiconductor field-effect transistors (MOSFETs) 12a and 13a, and two diodes 14a and 15a. In the following description, MOSFETs 12a and 13a will be simply referred to as switching elements 12a and 13a. One end of reactor 11a is connected in series with the output side of the first smoothing capacitor 10 on the positive bus 8, and the other end is connected between the source of one switching element 12a and the drain of the other switching element 13a.

[0023] Each of the switching elements 12a and 13a described above is connected in series between the positive bus 8 and the negative bus 9. Specifically, the drain of one switching element 12a is connected to the positive bus 8, and the source of the other switching element 13a is connected to the negative bus 9. In addition, diodes 14a and 15a are provided in parallel with each of the switching elements 12a and 13a, allowing current to flow only from the source to the drain. That is, current is allowed to flow from the high-voltage power supply 1 to the motor 2 without controlling the switching elements 12a and 13a. Note that the switching elements 12a and 13a may be composed of other transistors such as insulated-gate bipolar transistors.

[0024] A second smoothing capacitor 16 is connected between the positive bus 8 and the negative bus 9 on the output side of the converter 5 to suppress voltage fluctuations from the converter 5. A second voltmeter 17 is also provided in parallel with the second smoothing capacitor 16 to detect the voltage charged in the second smoothing capacitor 16.

[0025] An inverter 6 is connected between the positive bus 8 and the negative bus 9 described above. That is, the inverter 6 is provided in parallel with the second smoothing capacitor 16. The inverter 6 shown in Figure 1 includes an upper arm switch 18 and a lower arm switch 19, which are composed of insulated gate bipolar transistors (IGBTs). The collector, which is the high-potential terminal of the upper arm switch 18, is connected to the positive bus 8, the emitter, which is the low-potential terminal, is connected to the collector, which is the high-potential terminal of the lower arm switch 19, and the emitter, which is the low-potential terminal of the lower arm switch 19, is connected to the negative bus 9. In other words, the upper arm switch 18 and the lower arm switch 19 are connected in series.

[0026] As described above, the motor 2 shown in Figure 1 is a three-phase AC motor, and therefore the upper arm switch 18 and the lower arm switch 19 are each composed of three switches. Specifically, the upper arm switch 18 is composed of a first switching element 20 connected to the U-phase coil 2u, a third switching element 21 connected to the V-phase coil 2v, and a fifth switching element 22 connected to the W-phase coil 2w. The lower arm switch 19 is composed of a second switching element 23 connected to the U-phase coil 2u, a fourth switching element 24 connected to the V-phase coil 2v, and a sixth switching element 25 connected to the W-phase coil 2w. Diodes 26, 27, 28, 29, 30, and 31 are connected in antiparallel to each of these switches 20, 21, 22, 23, 24, and 25. Note that each of the switching elements 20, 21, 22, 23, 24, and 25 may be composed of other switching elements such as MOSFETs.

[0027] One end of the U-phase coil 2u is connected to the connection point between the first switching element 20 and the second switching element 23, one end of the V-phase coil 2v is connected to the connection point between the third switching element 21 and the fourth switching element 24, and one end of the W-phase coil 2w is connected to the connection point between the fifth switching element 22 and the sixth switching element 25. The other ends of the U-phase coil 2u, the V-phase coil 2v, and the W-phase coil 2w are connected to the neutral point 3 as described above.

[0028] In the example shown in Figure 1, a heater 32 is provided in parallel with the second smoothing capacitor 16 and the inverter 6. This heater 32 is for generating hot water to be used as a heat source for air conditioners and seats, and is configured to heat the heat flowing to those air conditioners and seats. In the example shown in Figure 1, the heater 32 has two resistors 33 and 34 provided in parallel. In addition, heater relays 35 and 36 are provided that can selectively switch between a conductive state in which these resistors 33 and 34 are electrically connected to the positive busbar 8 and a disconnected state in which they are disconnected. These heater relays 35 and 36 correspond to the "discharge relays" in this embodiment of the invention.

[0029] Each of the aforementioned switching elements 20, 21, 22, 23, 24, 25 and relays 7a, 7b, 35, 36 are configured to operate when command signals are input from the Main-ECU 37 and MG-ECU 38. Figure 2 shows a block diagram illustrating the power supplied to the Main-ECU 37 and MG-ECU 38, and the signals input to or output to the Main-ECU 37 and MG-ECU 38. In this embodiment of the invention, the Main-ECU 37 corresponds to the "main control device," and the MG-ECU 38 corresponds to the "motor control device."

[0030] In the example shown in Figure 2, an auxiliary power supply 39 with a lower voltage than the high-voltage power supply 1 is provided. This auxiliary power supply 39 can be configured in the same way as the power supplies for auxiliary equipment such as lights and electrical devices installed in conventional vehicles, and is composed of a secondary battery such as a lead-acid battery.

[0031] The auxiliary power supply 39 is electrically connected to the Main-ECU 37, MG-ECU 38, and A / B-ECU 40. The auxiliary power supply 39 and the MG-ECU 38 are connected by two power lines 41a and 41b, which correspond to the "first power line" in this embodiment of the invention.

[0032] Main-ECU37, MG-ECU38, and A / B-ECU40 are electronic control devices primarily composed of microcomputers. They receive signals from various sensors (not shown) and different ECUs installed in the vehicle, generate output signals based on these input signals and pre-stored calculation formulas and maps, and output these signals to other ECUs and electrical components.

[0033] The Main-ECU37 receives signals from sensors such as one that detects the amount of accelerator pedal operation (not shown) and another that detects vehicle speed. Based on these input signals, it calculates the required driving force for the vehicle. It then generates a command signal to output the calculated driving force and outputs this signal to the MG-ECU38. In the example shown in Figure 1, the Main-ECU37 and MG-ECU38 are connected via CAN (Controller Area Network) for communication.

[0034] Furthermore, the Main-ECU37 is configured to control the SMR7 and the heater relays 35 and 36. Specifically, when the vehicle's main switch is turned on, it outputs a command signal (power) to an actuator (not shown) that switches the SMR7 from a shut-off state to a conductive state. Also, when the temperature of the water used as a heat source, such as in the air conditioning system or seats, falls below a predetermined temperature, it outputs a command signal (power) to an actuator (not shown) that switches the heater relays 35 and 36 from a shut-off state to a conductive state. Note that, as shown in Figure 1, there are two heater relays 35 and 36, so the two heater relays 35 and 36 may be switched alternately between a conductive state and a shut-off state, for example, by setting one heater relay 35 to a conductive state and the other heater relay 36 to a shut-off state, and then setting one heater relay 35 to a shut-off state and the other heater relay 36 to a conductive state.

[0035] Furthermore, the Main-ECU37 is configured to switch the SMR7 from a conductive state to a disconnected state and to switch the heater relays 35 and 36 from a disconnected state to a conductive state when an airbag activation signal is input from the A / B-ECU40, which will be described later.

[0036] As mentioned above, the Main-ECU37 calculates the required driving force of the vehicle and outputs the calculation result to the MG-ECU38, so it is relatively important that it continues to operate. For this reason, the power line 42 connecting the auxiliary power supply 39 and the Main-ECU37 is routed to be less likely to break in the event of a vehicle collision, or is formed to be more rigid than the power lines 41a and 41b connecting the auxiliary power supply 39 and the MG-ECU38. For example, the power line 42 is routed along relatively rigid side members or pillars. Alternatively, the cross-sectional area of ​​the power line 42 is increased to increase its rigidity, or the power line 42 is covered with a highly rigid material. Alternatively, the length of the power line 42 is made longer than a predetermined length from the distance between the auxiliary power supply 39 and the Main-ECU37, so as to suppress the application of tensile load. This power line 42 corresponds to the "second power line" in the embodiment of this invention.

[0037] The A / B-ECU40 corresponds to the "collision determination unit" in this embodiment of the invention and determines whether the vehicle has collided with an object. Specifically, it receives a signal from an acceleration sensor (not shown) installed in the vehicle, and determines that the vehicle has collided if the input acceleration is greater than or equal to a predetermined acceleration, or if the rate of change of acceleration is greater than or equal to a predetermined rate. It then outputs a command signal corresponding to the determination result to, for example, the airbag system, and also to the Main-ECU37. In other words, the A / B-ECU40 outputs a signal to the Main-ECU37 to activate the airbag system.

[0038] Figure 3 shows a block diagram illustrating the functional configuration of the Main-ECU37. The Main-ECU37 shown in Figure 3 comprises a collision signal acquisition unit 43, a cutoff control unit 44, and a discharge control unit 45. The collision signal acquisition unit 43 acquires the airbag system activation signal output from the A / B-ECU40, that is, the signal indicating that the vehicle has collided.

[0039] The disconnection control unit 44 outputs a signal to put the SMR7 into a disconnected state when it receives a signal indicating that a vehicle has collided. In other words, if the SMR7 is a so-called normally open type relay that conducts when power is supplied and disconnects when power is not supplied, the power supply to the SMR7 is stopped. As a result, the high voltage power supply 1, the smoothing capacitors 10, 16, PCU 4, and motor 2 are electrically disconnected.

[0040] The discharge control unit 45, upon receiving a signal indicating a vehicle collision, outputs a signal to activate the heater relays 35 and 36. In other words, if the heater relays 35 and 36 are so-called normally open type relays, which become conductive when power is supplied and disconnected when no power is supplied, power is supplied to the heater relays 35 and 36. This electrically connects the smoothing capacitors 10 and 16 with the resistors 33 and 34, which function as heaters 32. As a result, a current based on the resistance values ​​of the resistors 33 and 34 and the voltages of the smoothing capacitors 10 and 16 flows through the resistors 33 and 34, and Joule heat corresponding to this current and resistance value is generated, discharging the residual charge of the smoothing capacitors 10 and 16. Furthermore, since a diode 14a that allows current to flow only from the source to the drain is provided in parallel with the switching element 12a on the positive busbar 8, when the heater relays 35 and 36 are turned on, the first smoothing capacitor 10 and resistors 33 and 34 are electrically connected without controlling the switching element provided on the PCU 4.

[0041] Figure 4 shows a flowchart illustrating an example of control for discharging the residual charge of smoothing capacitors 10 and 16 in the event of a vehicle collision. In the control example shown in Figure 4, first, it is determined whether or not an airbag activation signal has been received (step S1). This step S1 can be determined based on a signal input from A / B-ECU 40 to Main-ECU 37. Step S1 only needs to determine that a vehicle collision has occurred; for example, it may be determined by acquiring the detection value from an acceleration sensor installed in the vehicle and determining whether the detection value is above a predetermined value, or whether the time rate of change of the detection value is above a predetermined rate of change.

[0042] If step S1 is negatively determined because no activation signal for the airbag system has been received, i.e., if the vehicle has not collided, then there is no need to discharge the residual charge of the smoothing capacitors 10 and 16, and this routine is terminated. Conversely, if step S1 is positively determined because an activation signal for the airbag system has been received, then the residual charge of the smoothing capacitors 10 and 16 is discharged. Specifically, a discharge command and an SMR release command are output (step S2). That is, a signal is output from the Main-ECU 37 to open the heater relays 35 and 36, and a signal is output from the Main-ECU 37 to shut off the SMR 7.

[0043] Next, it is determined whether the discharge of the smoothing capacitors 10 and 16 is complete (step S3). This step S3 can be performed, for example, by determining whether the detected value of the first voltmeter 11, which detects the voltage of the first smoothing capacitor 10, has fallen below a predetermined voltage, or whether the detected value of the second voltmeter 17, which detects the voltage of the second smoothing capacitor 16, has fallen below a predetermined voltage.

[0044] If step S3 is negatively determined because the smoothing capacitors 10 and 16 have not yet discharged, step S3 is repeated until the smoothing capacitors 10 and 16 have completed discharging. Conversely, if step S3 is positively determined because the smoothing capacitors 10 and 16 have completed discharging, the system power is shut off (step S4) and this routine is terminated.

[0045] As described above, a heater 32 is provided in parallel with the motor 2. The heater relays 35 and 36 that operate the heater 32 are configured to electrically connect the smoothing capacitors 10 and 16 with the resistors 33 and 34. Therefore, by making the heater relays 35 and 36 conduct, current flows through the resistors 33 and 34, and the residual charge of the smoothing capacitors 10 and 16 can be discharged.

[0046] The heater relays 35 and 36 are configured to operate by receiving power from the Main-ECU 37. Therefore, even if the power lines 41a and 41b connecting the auxiliary power supply 39 and the MG-ECU 38 are disconnected in the event of a vehicle collision, and the power lines that input gate signals from the MG-ECU 38 to each switching element 20, 21, 22, 23, 24, and 25 are disconnected, making it impossible to control the PCU 4, the residual charge of the smoothing capacitors 10 and 16 can be discharged by supplying power to the heater relays 35 and 36 from the Main-ECU 37. In other words, the residual charge of the smoothing capacitors 10 and 16 can be discharged using the existing ECU 37, thus preventing the system from becoming larger.

[0047] Furthermore, if the MG-ECU38 is functioning correctly and can control the PCU4, the residual charge of the smoothing capacitors 10 and 16 can be discharged according to the resistance values ​​of the reactors 11a and 11b and the phase coils 2u, 2v, and 2w, by controlling the switching elements 20, 21, 22, 23, 24, and 25 so that the torque of the motor 2 becomes zero, while energizing the motor 2 as in the conventional method. In other words, the discharge of the residual charge of the smoothing capacitors 10 and 16 by activating the heater relays 35 and 36 by the Main-ECU37 can function as a backup in case the PCU4 cannot be activated. As a result, the method of discharging the residual charge of the smoothing capacitors 10 and 16 can be switched according to the degree or manner of damage caused by the vehicle collision, and the inability to discharge the residual charge of the smoothing capacitors 10 and 16 can be suppressed.

[0048] Furthermore, the vehicle control system in this embodiment of the invention only needs to include a resistor connected to a capacitor via a switch (or relay) operated by the Main-ECU, and this resistor is not limited to the heater described above, but may be other resistors such as existing discharge resistors provided in the vehicle. [Explanation of Symbols]

[0049] 1. High-voltage power supply 2 motors 2u, 2v, 2w coil 3 Neutral point 4. Power Control Unit (PCU) 5,5a,5b converter 6 Inverters 7. System Main Relay (SMR) 7a Positive side system main relay (SMR-B) 7b Negative side system main relay (SMR-G) 8 Positive busbar 9 Negative bus bar 10,16 Smoothing Capacitor 11,17 Voltmeter 11a, 11b Reactor 11a, Reactor 12a, 13a, 12b, 13b, 20, 21, 22, 23, 24, 25 Switching elements 14a, 15a, 14b, 15b, 26, 27, 28, 29, 30, 31 diodes 18 Upper arm switch 19. Lower arm switch 32 Heater 33,34 resistor 35,36 Heater relay 37 Main-ECU 38 MG-ECU 39. Auxiliary power supply 40 A / B-ECU 41a,41b,42 Power line 43 Collision signal acquisition section 44. Interruption control unit 45 Discharge Control Unit

Claims

1. A vehicle control system comprising: a high-voltage power supply; a motor driven by power supplied from the high-voltage power supply; a power conversion control device that converts the power output from the high-voltage power supply and outputs it to the motor; a capacitor provided between the high-voltage power supply and the motor for storing charge; an auxiliary power supply with a lower voltage than the high-voltage power supply; a motor control device that controls the power supplied to the motor by supplying power from the auxiliary power supply to the power conversion control device; and a main control device that is supplied with power from the auxiliary power supply and outputs a command signal to the motor control device corresponding to the power supplied to the motor, wherein A main relay that selectively interrupts the power transfer between the high-voltage power supply and the capacitor, A collision determination unit that determines that the aforementioned vehicle has collided, A resistor is provided in parallel with the motor and has a resistance value greater than or equal to a predetermined value. The system includes a discharge relay that selectively connects the capacitor and the resistor, The main control device is When the collision determination unit determines that the vehicle has collided, the disconnection control unit controls the main relay to disconnect the high-voltage power supply and the capacitor, The system includes a discharge control unit that controls the discharge relay to connect the capacitor and the resistor when the collision determination unit determines that the vehicle has collided with something. A vehicle control system characterized by the following features.

2. A vehicle control system according to claim 1, The resistor includes a heater that heats the water flowing inside the vehicle. A vehicle control system characterized by the following features.

3. A vehicle control system according to claim 1, A first power line connected to the auxiliary power supply and the motor control device, The system further includes a second power line connected to the aforementioned auxiliary power supply and the aforementioned main control device, The second power line is designed to be less likely to break than the first power line when the vehicle collides with the vehicle. A vehicle control system characterized by the following features.

4. A vehicle control system according to claim 1, The power conversion control device includes a converter having a switching element that allows current to flow from the motor side to the high-voltage power supply side by energizing the gate with power from the auxiliary power supply, and a diode that allows current to flow only from the high-voltage power supply side to the motor side and is provided in parallel with the switching element. A vehicle control system characterized by the following features.

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