JP2000032616A - Misconnection detector for motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely detect misconnection of the electric systems of motors which rotate wheels, by combining conducting conditions of the electric systems of individual motors detected by a conducting condition detecting means, and judging misconnection. SOLUTION: Concerning the power lines 83, 85 of wheel motors 15, 17, voltage monitoring is performed using voltage sensors 50, 51 and their results are sent to motor control units 35, 37 and conducting conditions are detected. It does not matter if currents are monitored in place of voltages here. If it is made possible beforehand to judge misconnection of the electric systems of the wheel motors 15, 17 dividing its event, its dealing becomes easy even if misconnection occurs. Consequently, it becomes possible not only to detect occurrence of misconnection simply and solely, but also to judge easily how the condition of the misconnection is, if the conducting conditions of the two wheel motors 15, 17 are combined and judgment is performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor erroneous connection detection device for detecting erroneous connection of an electric system of a motor for rotating wheels.

[0002]

2. Description of the Related Art A vehicle having an electric motor is disclosed in
No. 289409 is known. JP
No. 8-289409 discloses an electric vehicle, in which the electric vehicle rotates wheels by an electric motor,
An electric system for power supply and the like is connected to the electric motor.

[0003]

However, the above-mentioned Japanese Patent Application Laid-Open No. 8289409 does not disclose any mechanism for detecting the erroneous wiring of the electric system. It goes without saying that if the electric system of the motor is incorrectly connected, the motor will not operate properly. For this reason, it is necessary to attach a mechanism for detecting an erroneous connection of the electric system of the electric motor to the vehicle.

When an electric motor is used as a driving source for a vehicle, a front wheel (main driving wheel) is driven to rotate by an engine in combination with a gasoline engine, and a rear wheel (sub driving wheel) is driven to rotate by an electric motor. The motor may be removable. In such a case, it is conceivable that the electric motor is sold as an option, and the electric motor is incorporated into the rear wheel by a dealer or the like, and it is also possible for the user to attach and detach the electric motor. For this reason, it is desired that a device for detecting whether there is an erroneous connection in the electric system of the electric motor be mounted on the vehicle even when the electric motor is assembled by a dealer or by a user. .

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an erroneous connection detection device for a motor which can reliably detect erroneous connection of an electric system of a motor for rotating wheels.

[0006]

According to a first aspect of the present invention, there is provided an electric motor mounted on a vehicle having at least two electric motors for rotationally driving wheels and detecting an erroneous connection of an electric system of each electric motor. A connection detection device, an energization status detection unit that detects an energization status of an electric system of each motor, and an erroneous connection determination unit that determines an erroneous connection by combining the energization status of each motor detected by the energization status detection unit. It is characterized by having.

Therefore, according to the first aspect of the present invention, it is determined whether or not there is an erroneous connection by combining the energization states of the electric systems of two or more electric motors mounted on the vehicle. Erroneous connection of the electric system between the electric motors can be detected.

According to a second aspect of the present invention, there is provided an erroneous motor connection detection device which is mounted on a vehicle having at least two motors for rotating wheels and detects erroneous connection of the electric system of each motor. There is provided an energization status detection means for detecting the energization status of the electric system of each electric motor using regenerative electric power generated by the electric motors, and an erroneous connection is determined based on the energization status of each electric motor detected by the energization status detection means. And an erroneous connection determination unit.

Therefore, according to the invention described in claim 5, when the motor generates regenerative power, it is possible to detect the connection state of the electric system of the motor by using the regenerative power. After the confirmation of whether there is an erroneous connection in the electric system of the motor, power can be supplied to the motor. As a result, there is no need to supply power before confirmation of whether there is an erroneous connection is detected, which is preferable in terms of circuit protection.

According to a second or sixth aspect of the present invention, in the first or fifth aspect of the present invention, the wheels rotationally driven by the electric motor are attached to the vehicle as left and right wheels. It is characterized by: When the vehicle is running, the left wheel and the right wheel rotate in opposite directions, so if there is an erroneous connection between the left wheel and the right wheel,
For example, the left wheel may be mistaken for the right wheel, or the right wheel may be mistaken for the left wheel and driven. In this case, the vehicle may be controlled so as to behave exactly opposite to the expected behavior. According to the invention described in claim 2 or claim 6, it is possible to reliably detect that there is an erroneous connection between the left and right electric motors, so that such a situation can be reliably prevented.

According to a third or seventh aspect of the present invention, there is provided the vehicle according to the first or second or fifth or sixth aspect, wherein the wheels driven by the electric motor are a left wheel and a right wheel. And a motor driving the left wheel and a motor driving the right wheel are mounted on the vehicle such that a phase difference occurs between the regenerative AC voltages.

For this reason, when regenerative electric power is generated by the electric motor, electric pulsation generated on a power supply line for recovering the regenerative electric power, particularly, a power supply line in which the power supply lines for the left and right electric motors are bundled together. Noise can be suppressed. If the phase difference is set so that electric pulsations generated in the power supply lines of the left and right electric motors are canceled each other, it is possible to more effectively suppress the generation of noise.

According to a fourth or eighth aspect of the present invention, in the first or second aspect of the present invention, the electric system rotates and drives the electric motor. The power supply line is a power supply line for supplying AC power to the electric motor to perform the operation. For this reason, it is possible to supply electric power to the electric motor and to detect an erroneous connection of the power supply line for recovering the regenerative electric power when regenerative electric power is generated, so that the electric motor can be driven in a normal state. In particular, the power supply line of the motor may have a plurality of power supply lines in one motor, and these power supply lines are erroneously recognized and erroneously connected, but the erroneous connection can be detected reliably.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, an embodiment of an erroneous connection detection apparatus for a motor according to the first aspect of the present invention will be described.

FIG. 1 is a system diagram showing a configuration of a vehicle 1 on which an embodiment of the detection device of the first invention is mounted. This vehicle is a two-drive vehicle in which a gasoline engine 11 drives left and right front wheels 3 and 5, and wheel motors 15 and 17 which are electric motors drive left and right rear wheels 7 and 9. The wheel motor is proposed to increase the driving efficiency when driving the wheel with an electric motor, and all or a part of the motor is housed in the wheel of the wheel, so that the rotational driving force of the motor rotor is Is transmitted directly to the wheels, and there is an advantage that energy loss in the driving force transmission path is small. In the vehicle of this embodiment, a wheel motor can be selectively mounted. Below, this vehicle 1
Will be described.

The left and right front wheels 3, 5 are rotatably driven by a gasoline engine 11, which is a main power source.
The left and right rear wheels 7, 9 are driven to rotate by detachable wheel motors 15, 17, respectively. As a result, the vehicle 1 can run with four-wheel drive. Note that the wheel motors 15 and 17 can be removed by the user, and the left and right rear wheels 7 and 9 are made to be normal driven wheels, so that the vehicle can be driven by two-wheel drive using only the gasoline engine 11. I have. When the wheel motors 15 and 17 as electric motors are once removed and then reinstalled, there is a concern that the electric system may be erroneously connected. The present invention is intended to reliably detect an erroneous connection even in such a case.

The output of the engine 11 is controlled by adjusting the opening of the throttle valve 13 and the like, similarly to the engine mounted on a normal gasoline engine vehicle. The opening of the throttle valve 13 varies according to the operation of the accelerator pedal. Electronic control unit (EC) of the electronically controlled fuel injection system (EFI)
U) It is controlled by a command from 27.

The driving force of the wheel motors 15 and 17 is used as an auxiliary force, and is used, for example, as an auxiliary power when traveling on an uphill or for controlling a posture during turning. Such wheel motors 15, 17
Are mounted together with left and right rear wheels 7, 9 on a wheel support attached to a suspension arm. The rotors of the respective wheel motors 15 and 17 are connected to respective axle hubs of the left and right rear wheels 7 and 9.

The wheel motors 15, 17 are driven and controlled by power supply from an electronic control unit (ECU) 31 for performing drive control of the entire wheels including drive adjustment of front and rear wheels. The vehicle control ECU 31 includes a vehicle control unit 33, motor control units 35 and 37, and an inverter unit 3
9 and 41 are provided. Motor control unit 35 and inverter unit 3
Numeral 9 is for supplying the controlled electric power to the left wheel motor 15.
Supplies the controlled electric power to the right wheel motor 17.

The vehicle control unit 33 is connected to an electronic control unit (ECU) 29 and an EFI-ECU 27 of an antilock brake system (ABS) for controlling the operation of the brake via connectors 73 and 71, respectively. Further, the vehicle control unit 33 is connected to various sensors via a connector 67 via a connector.

The various sensors include a steering angle sensor 54 for detecting a steering angle of a front wheel which is a steered wheel, an accelerator sensor 55 for detecting an amount of depression of an accelerator pedal, that is, an accelerator opening, and whether or not a brake pedal is being depressed. , A shift position switch 59 for detecting the gear shift position of the transmission of the engine drive system, a yaw rate sensor 61 for detecting the turning angular velocity of the vehicle, a lateral acceleration sensor 63 for detecting the lateral acceleration of the vehicle, There are a longitudinal acceleration sensor 65 for detecting acceleration in the longitudinal direction, a PKB sensor 77 for detecting the on / off state of the parking brake, and wheel speed sensors 19 and 21 for independently detecting the speed of the front wheels.

The inverters 39 and 41 are connected to a connector 69,
The connector 79 is connected to the DC / DC converter 43 via a connector, and the DC / DC converter 43 is connected via a connector 81 to the battery 45 having a voltage of 12 volts (V).

The vehicle control section 33 controls the driving of the entire vehicle 1 based on the outputs of these sensors. Therefore, of course, the drive control of the wheel motors 15 and 17 is also performed. That is, the outputs of the inverter units 39 and 41 are adjusted based on the outputs from various sensors including the wheel speed sensors 19 and 21 and the rotation sensors 23 and 25 and the accelerator sensor 55, which will be described later, according to a preset algorithm. The driving of the motors 15 and 17 is controlled.

The vehicle control unit 33 performs self-diagnosis of whether normal wheel driving by the wheel motors 15 and 17 is possible, in addition to the function of controlling the wheel driving devices, ie, the wheel motors 15 and 17 and the engine 11. It also has a function to perform. Since the wheel motors 15 and 17 are detachable, which can be selectively attached as needed, it is checked at least before running whether or not the wheel drive by the wheel motors 15 and 17 is possible. This is because the vehicle control unit 33 itself needs to know whether the vehicle can be driven.

The driving control of the wheel motors 15 and 17 may be determined by the algorithm of the vehicle control unit 33 based on the design concept of the vehicle 1. For example, when the vehicle is used to assist front wheel driving force, which is the main driving force when traveling uphill, the accelerator sensor 55, the shift position switch 59, and the wheel speed sensor 1 are used.
When it is detected that the vehicle is traveling on a sloping road from the outputs 9 and 21, etc., control may be performed so as to rotate at a speed corresponding to the wheel speed at that time. Further, it can be used as an alternative power when an engine trouble occurs, and can also be used for posture control during turning.

In the following, in order to simplify the explanation,
One rotation of the rotor in the wheel motors 15 and 17 is
A description will be given using a model that is one cycle of the regenerative power generated by the wheel motors 15 and 17. FIG. 5 shows a specific example of the wheel motors 15 and 17 actually mounted on a vehicle, which will be described later.

The wheel motors 15 and 17 are three-phase AC synchronous motors as shown in the schematic perspective view of FIG.
The three-phase AC power is supplied from the inverters 39 and 41, and is driven to rotate. The three-phase AC power is supplied to the three coils of the stators 15a and 17a in the wheel motors 15 and 17, respectively, as U-phase, V-phase and W-phase. The three-phase AC power is supplied by power supply lines 83U, 83V, 8
3W (these power lines are collectively referred to as a power line 83)
To the wheel motor 15 of the left rear wheel 7 and to the wheel motor 17 of the right rear wheel 9 via power lines 85U, 85V, 85W (these power lines are collectively referred to as a power line 85). You. Each phase of the wheel motors 15, 17 is arranged so as to be equal to the center thereof.

As shown in FIG. 1, relays 84 and 86 are mounted on the power supply lines 83 and 85 between the inverters 39 and 41 and the wheel motors 15 and 17, respectively. The ON / OFF of the relays 84 and 86 are controlled by the motor control units 35 and 37, respectively.
Is turned off, the supply of power to the wheel motors 15 and 17 can be cut off.

With respect to the power supply lines 83 and 85 of the wheel motors 15 and 17, the voltage is monitored between the relays 84 and 86 and the inverters 39 and 41 by using voltage sensors 50 and 51. The result is sent to the motor control units 35 and 37. In addition, detection of the energization state
As described here, the monitoring may be performed by monitoring the voltage, or the current may be monitored instead of the voltage.

Further, the wheel motors 15 and 17 have
As shown in FIGS. 1 and 2, rotation sensors 23 and 25 called resolvers are respectively attached. Each of the rotation sensors 23 and 25 has a built-in coil, and can use this coil to detect the position of the rotor (not shown) of the wheel motors 15 and 17 with high accuracy. According to the rotation sensors 23 and 25, the rotation speed of the rotor, that is, the rear wheel rotation speed can be detected not only from the position of the rotor but also from the amount of change in the position within a certain period of time.

When the wheel motors 15, 17 are mounted on the vehicle body as described above, as shown in FIG. 2, the vehicle 1 has a phase difference between the regenerative AC voltages.
Attached to. That is, the stator 15a of the wheel motor 15 for rotating and driving the left rear wheel 7 is attached to the suspension member 18 of the vehicle 1 such that the U-phase coil has an angle of + θ with respect to the vertical direction. On the other hand, the wheel motor 1 for rotating and driving the right rear wheel 9
7 is mounted on the suspension member 18 of the vehicle 1 such that the U-phase coil has an angle of -θ with respect to the vertical direction.

As shown in FIG. 2, power supply lines 83 and 85 for supplying electric power to the wheel motors 15 and 17 and recovering the regenerative electric power generated by the wheel motors 15 and 17 are bundled to the vehicle control ECU 31 as shown in FIG. Connector 6
9 and is generally connected to the control unit in this way.

Here, the voltage of the regenerative electric power generated by the wheel motors 15 and 17 does not have an accurate sine curve as shown in FIG. 3, but has a slight variation with respect to the accurate sine curve. Therefore, when the three-phase voltages of one of the two wheel motors 15 and 17 are combined, the voltage does not always become zero and voltage pulsation occurs. At this time, if the power supply lines 83 and 85 are bundled, if the two wheel motors 15 and 17 are attached to the vehicle 1 so that the phases of the regenerative electric power match each other, the two motors promote the mutual voltage pulsation. This may cause noise. Around the bundled power supply lines 83 and 85, units affected by electrical noise such as various ECUs are often mounted, and it is desired to suppress the generation of such noise.

Here, since the wheel motors 15 and 17 are mounted on the vehicle 1 so that a phase difference occurs between the regenerative AC voltages of the respective wheels as described above, the generation by the wheel motors 15 and 17 is performed as shown in FIG. Voltage pulsation due to the generated regenerative voltage does not promote each other, and generation of noise can be suppressed. The phase difference in the case shown in FIG. 2 is 2θ. In particular, the left and right wheel motors 15, 1
If the motor 7 is mounted on the vehicle with a phase difference that cancels out the electric pulsation generated by the regenerative electric power, it is possible to further suppress the generation of noise.

It should be noted that it is not about the recovery of the regenerative power,
When the driving AC voltage is supplied to the left and right wheel motors 15 and 17 during driving, the vehicle control ECU 31 supplies the driving AC voltage so that a phase difference is generated between the left and right wheel motors 15 and 17. Can be dealt with.

FIG. 4 is a flow chart showing control for detecting an erroneous connection of the electric system of the wheel motors 15 and 17 in the vehicle shown in FIG.

Here, the following events of levels 1 to 5 are detected as erroneous connection of the electric system of the wheel motors 15 and 17. Level 1: The signal lines 24, 26 of the rotation sensors 23, 25 are not connected Level 2: Power lines 83, 8 of the wheel motors 15, 17
5 not connected Level 3: power lines 83, 8 of wheel motors 15, 17
5: Right and left reverse connection of signal lines 24 and 26 of rotation sensors 23 and 25 Level 5: Power supply lines 83 and 8 of wheel motors 15 and 17
5 misconnection in each wheel

As described above, if the erroneous connection of the electric system of the wheel motors 15 and 17 can be distinguished by distinguishing the events, it is easy to cope with the case where the erroneous connection occurs.

In the control at the time of actual detection of an incorrect connection, first, immediately after the ignition switch 75 is turned on, the vehicle 1 is brought into a traveling non-permitted state by performing a shift lock or the like (step 100). At this time, relay 8
4, 86 are turned off and the wheel motors 15, 1
No power is supplied to 7.

Next, it is determined whether or not there is conduction between the rotation sensors 23 and 25 by trially energizing the coils in the rotation sensors 23 and 25 (step 101). The detection of the energized state is performed on the path of the signal lines 24 and 26, and is determined based on the voltage value and the current value. Rotation sensor 2
If any one or both of the sensors 3 and 25 are not energized, and the result in step 101 is negative, the rotation sensors 23 and 25
Are not connected (level 1), the control of the wheel motors 15 and 17 is prohibited (step 102).

In step 101, the rotation sensor 23,
If it is determined that the 25 signal lines 24 and 26 are connected, it is determined by the wheel speed sensors 19 and 21 whether or not the front wheel speed is zero (step 103). This is to confirm that the vehicle 1 is in a stopped state before performing subsequent control. Here, the vehicle 1 cannot be proceeded to the next step unless the vehicle 1 is temporarily stopped.

Next, when it is determined in step 103 that the front wheel speed is zero, that is, the vehicle 1 is in the stopped state, the relays 84 and 86 are turned on (step 10).
4) The test energization is sequentially performed for the coils of each phase of the left and right rear wheels 7, 9 for a predetermined time (step 105). The reason why the relays 84 and 86 are turned on after confirming the stop state is to prevent a large current from flowing through the power supply lines 83 and 85.

Subsequent to step 105, it is determined whether or not the current of the coil of one phase is energized for each wheel, and then the current of the coils of the other two phases is also energized (step 106). When the coil of one phase is energized for each wheel and the coils of the other two phases are not energized, and the result in step 106 is negative, first, the power supply lines 83 and 85 relating to the phase having no generated voltage are not connected. As (level 2), the control of the wheel motors 15 and 17 is prohibited (step 107).

Subsequent to step 107, if there is no current supply to the other two-phase coils, it is determined whether the current supply is detected by any phase coil of the other wheel (step 108). If the energization is not detected in the other wheel, and the result in Step 108 is negative, the relays 84 and 86 are turned off while the level 2 determination is being made (Step 110). In this case, one of the power supply lines 83 and 85 is not connected.

On the other hand, if the energization is detected in any phase of the other wheel in step 108, the power supply lines 83 and 85 are connected but the left and right wheels are It is determined that the wheel motors 15 and 17 are incorrectly connected (level 3).
Is prohibited (step 109). Also in this case, the relays 84 and 86 are turned off (step 110). As described above, if it is determined that the level is 1-3,
Driving is not permitted.

Thus, in step 108,
By judging by combining the energization statuses of the two wheel motors 15 and 17, it is determined whether the status of the erroneous connection is level 2 or level 3. As described above, by determining the energization status of the two wheel motors 15 and 17 in combination, it is possible to not only detect the presence or absence of an incorrect connection, but also easily determine the status of the incorrect connection. Can be determined.

On the other hand, if it is determined in step 106 that power is supplied to the coil of one phase for each wheel and that power is supplied to the coils of the other two phases, it is determined whether the check has been completed for both wheels. (Step 111). If it is determined that the check has been completed normally for both wheels, control of the wheel motors 15 and 17 is permitted (step 1).
12). When it is determined in step 111 that only one of the left and right rear wheels 7 and 9 has been checked, that is, when step 111 is denied, the process returns to step 105 and the other one is determined. .

Next, whether the brake lamp and the parking brake lamp are lit, that is, the brake sensor 5
7 and the PKB sensor 77 determine whether the brake is released (step 113). Here, unless the brake is released, the process cannot proceed to the next step. If the left and right rear wheels 7, 9 are locked, erroneous connection cannot be correctly detected in subsequent steps.

Here, the d-axis current control is performed on a trial basis for each wheel (step 114). The d-axis current control will be briefly described below.

As is well known, the voltage command of the three-phase AC voltage is obtained by performing a process such as coordinate conversion on the vector control of the two-phase rotating magnetic flux coordinate system. In a two-phase rotating magnetic flux coordinate system, an AC voltage is controlled by a d-axis current and a q-axis current. The d-axis current is a current component irrespective of the magnitude of the torque, and is also called a magnetizing current. On the other hand, the q-axis current is a current component that outputs a torque proportional to its magnitude, and is also referred to as a torque current. These d and q axis currents are combined to generate a current to be supplied to the motor.

That is, if the power supply lines 83 and 85 are normally connected, the wheel motors 15 and 17 will not output torque even if only the d-axis current control is performed. Conversely, when the power supply lines 83 and 85 are not properly connected, the wheel motors 15 and 17 output torque although only the d-axis current control is performed, not enough to move the vehicle 1. . At this time, a slight change in the position of the rotors of the wheel motors 15 and 17, that is, a change in the number of revolutions occurs. The rotation sensors 23 and 25 can also detect this slight change in the number of rotations.

Then, as a result of performing the d-axis current control on a trial basis in step 114, the state of the rotors of the wheel motors 15, 17 is detected by the rotation sensors 23, 25,
It is determined whether or not a change in the number of revolutions has appeared on each wheel (step 115). Prior to step 115, it is confirmed by the wheel speed sensors 19 and 21 that the front wheel speed is zero, that is, the vehicle 1 is in a stopped state. If it is determined in step 115 that at least one of the right and left rear wheels 7 and 9 has changed in rotational speed, that is, in step 11
If the result in No. 5 is negative, it is determined that the power supply lines 83 and 85 are not properly connected, and the relays 84 and 86 are turned off (step 116).

Following step 116, the level of the erroneous connection is determined.
The front wheel speed is detected by 9 and 21, and it is determined whether or not the front wheel speed is equal to or higher than a preset value (step 117). That is, since the relays 84 and 86 are off,
The vehicle 1 is driven by the driver using the engine 11,
It monitors that the vehicle speed becomes higher than the set value. Here, if the front wheel vehicle speed does not exceed the set value, the process cannot proceed to the next step.

If it is determined in step 117 that the front wheel speed is equal to or higher than the set value, the wheel speed sensors 19, 2
1 and the front wheel speed code detected by the rotation sensor 23,
It is determined whether or not the rear wheel speed code detected by the control unit 25 matches the rear wheel speed code (step 118). If the signs are different, that is, if step 118 is denied, the control of the wheel motors 15 and 17 is prohibited (step 4), assuming that the rotation sensors 23 and 25 are connected left and right reversed (level 4). 120).

Conversely, if the front wheel speed code and the rear wheel speed code match, the signal lines 23 and 25 are correctly connected, and the power lines 83U, 83V and 83W are connected to the left wheel motor 15. On the other hand, the connection is wrong and the connection is wrong (level 5). Alternatively, the power supply lines 85U, 85V, and 85W are erroneously connected to the right wheel motor 17 in the wrong phase to be attached (level 5). In this case, level 5
Is determined, and control of the wheel motors 15 and 17 is prohibited (step 119).

In step 115, judgment is made for each of the left and right rear wheels 7, 9, and it is judged whether or not the check has been completed for both wheels (step 121). If it is determined that both wheels have completed the check normally, control of the wheel motors 15 and 17 is permitted (step 122). If it is determined in step 121 that only one of the left and right rear wheels 7 and 9 has been checked, that is, if step 121 is denied, step 115 is performed.
Return to and make a decision on the other one.

In the above detection control, when the level of the erroneous connection is level 4 or 5, running is permitted (step 112), but the relays 84 and 86 are turned off (step 116). The control of the motors 15 and 17 is not performed. For this reason, the wheel motors 15, 1
7 is not driven to rotate, and the right and left rear wheels 7,
9 is used simply as a driven wheel.

In the above-described embodiment, a model has been described in which one rotation of the rotor in the wheel motors 15 and 17 is one cycle of the regenerative electric power generated by the wheel motors 15 and 17. Next, a specific example of the wheel motors 15, 17 when actually mounted on a vehicle will be described with reference to FIG.

FIG. 5A shows the inside of such a wheel motor 15. The illustrated wheel motor 15 is an eight-pole nine-coil outer rotor type wheel motor, and has sixteen permanent magnets 150 and eighteen coils 151. The permanent magnet 150 is the stator 1
The rotor 5b is evenly attached to the inner periphery of the ring-shaped rotor 15b such that the 5a side alternately becomes an S pole and an N pole. on the other hand,
The stator 15a has a configuration in which coils 151 are attached to radial teeth formed by stacking steel plates. In this motor, 1/8 rotation of the rotor 15b of the wheel motor 15 is one cycle of the regenerative electric power generated by the wheel motor 15.

FIG. 5B schematically shows an electrical connection state of each coil 151. In FIG. 5B, “positive”
The character “reverse” indicates whether the coil 151 is forward-wound or reverse-wound. The coils 151 are grouped into three pieces to form one phase, and each phase is arranged two by two. For example, the U phase is defined as “forward / reverse / forward” in a set of three, and this is disposed in another position at a position facing the center of the wheel motor 15, and both are electrically connected. It is connected. The same applies to the V phase and the W phase.

The wheel motor 15 as shown in FIG.
When the is mounted on the vehicle, one reference coil 151 is determined, and the phase difference ± θ shown in FIG. For example, in the case of the wheel motor 15 shown in FIG. 5, the center axis X of the U-phase first coil 151 in FIG. The same applies to the other wheel motor 17.

In this embodiment, whether or not there is an erroneous connection is determined by combining the energization status of the electric system of two or more electric motors (wheel motors 15 and 17) mounted on the vehicle. Whether the connection is incorrect or not can be easily determined. In other words, when there are two or more motors, the unconnected state of the electric system can be detected by simply detecting only the presence or absence of conduction, but the electric system is connected, but between the two or more motors. It is also conceivable that an incorrectly connected state cannot be reliably detected. As described above, if it is determined whether there is an erroneous connection by combining the energization states related to the electric systems of two or more electric motors, not only can such a state be reliably detected, but also how the erroneous connection is made Can be easily determined.

Next, an embodiment of the erroneous connection detection device for a motor according to the second aspect of the present invention will be described.

FIG. 6 is a system diagram showing the configuration of a vehicle 1 on which an embodiment of the detection device of the second invention is mounted. The system of the vehicle 1 is different from the system of the vehicle shown in FIG. 1 only in the position where the power supply state of the power supply lines 83 and 85 of the wheel motors 15 and 17 is detected. Therefore, the same components as those of the system shown in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted.

In the vehicle 1 shown in FIG. 6, with respect to the power lines 83 and 85 of the wheel motors 15 and 17, the voltage sensors 52 and 53 monitor the voltage between the wheel motors 15 and 17 and the relays 84 and 86. And the result is sent to the motor control units 35 and 37.

FIG. 7 is a flowchart showing control for detecting an erroneous connection of the electric system of the wheel motors 15 and 17 in the vehicle shown in FIG. Also in this detection control, the above-described events of levels 1 to 5 are detected as an erroneous connection of the electric system of the wheel motors 15 and 17.

The control at the time of detecting the actual misconnection is as follows. First, immediately after the ignition switch 75 is turned on, the vehicle 1 is set in the traveling non-permission state (step 20).
0). At this time, the power lines 8 of the wheel motors 15 and 17
The relays 84, 86 on 3, 85 are turned off, and no power is supplied to the wheel motors 15, 17.

Next, it is determined whether or not there is conduction between the rotation sensors 23 and 25 by applying a test current to the coils in the rotation sensors 23 and 25 (step 201). The detection of the energized state is performed on the path of the signal lines 24 and 26, and is determined based on the voltage value and the current value. Rotation sensor 2
If any one or both of the sensors 3 and 25 are not energized, and the result in step 201 is negative, the rotation sensors 23 and 25
Are not connected (level 1), the control of the wheel motors 15 and 17 is prohibited (step 202). In this case, the rotation speeds of the left and right rear wheels 7, 9 cannot be detected by the rotation sensors 23, 25, and the travel is not permitted.

In step 201, the rotation sensor 23,
If it is determined that the 25 signal lines 24 and 26 are connected, it is determined by the wheel speed sensors 19 and 21 whether or not the front wheel speed is zero (step 203). Here, the vehicle 1 cannot be proceeded to the next step unless the vehicle 1 is temporarily stopped. Up to this point, the operation is completely the same as the above-described detection control shown in FIG.

If it is determined in step 203 that the front wheel speed is zero, that is, that the vehicle 1 is in the stopped state, the running non-permission state due to shift lock or the like is released, and the running is permitted (step 204). Also at this time, since the relays 84 and 86 on the power supply lines 83 and 85 are not turned on, power is not supplied to the wheel motors 15 and 17. When traveling, the vehicle is driven by the engine 11.

Next, whether the brake lamp and the parking brake lamp are lit, that is, the brake sensor 57
Then, it is determined whether the brake is in the released state by the PKB sensor 77 (step 205). Here, the process cannot proceed to the next step unless the brake is released.
Next, it is monitored that the vehicle 1 is driven by the driver and the front wheel speed becomes equal to or higher than the set value (step 206). If the front wheel speed detected by the wheel speed sensors 19 and 21 does not exceed the set value, the process does not proceed to the next step.

When the front wheel speed exceeds the set value,
The front wheel speed code detected by the wheel speed sensors 19 and 21 (forward for +, reverse for-) and the rotation sensor 2
It is determined whether or not the rear wheel speed code detected by 3, 25 matches (step 207). If the signs are different, that is, if step 207 is denied,
Assuming that the rotation sensors 23 and 25 are connected left and right reversed (level 4), the control of the wheel motors 15 and 17 is prohibited (step 208).

When viewed from the outside of the vehicle 1, the left and right rear wheels 7, 9
Rotate in the opposite directions, the rotation sensor 2
When the left and right are connected in reverse, the rotation sensor 23,
25 is detected by the wheel speed sensor 19,
This is because the speed sign of the left and right front wheels 3 and 5 detected by 21 (= the actual traveling direction of the vehicle 1) is opposite.

Further, the left and right rear wheels 7, 9 rotate as the wheels travel, and regenerative power can be generated by the wheel motors 15, 17. Here, it is determined whether or not the voltage due to the regenerative electric power is generated in all three phases of each of the right and left rear wheels 7, 9 (step 20).
9). If there is no generated voltage in one of the six phases and step 209 is denied, it is determined that the power supply lines 83 and 85 for the phase having no generated voltage are not connected (level 2) and the wheel motors 15 and 17 are not connected. The control is prohibited (step 210).

If it is determined in step 209 that the power supply lines 83 and 85 are connected to all of the six phases, the generated voltage is subsequently applied to the predicted phase for each of the left rear wheel 7 and the right rear wheel 9. It is determined whether or not there is (step 211). Which phase generates the voltage due to the regenerative power is determined by the rotation sensor 2
It can be predicted by detecting the rotor positions of the wheel motors 15 and 17 by the use of the motors 3 and 25. In any of the left and right rear wheels 7, 9, there is no generated voltage in the expected phase, and step 20
If the result of step 9 is negative, the power lines 83 and 85 are assumed to be incorrectly connected between the left and right wheel motors 15 and 17 (level 3), and the control of the wheel motors 15 and 17 is prohibited (step 212). .

Subsequent to step 212, for each of the left rear wheel 7 and the right rear wheel 9, three phases of U-phase, V-phase and W-phase generate voltages in a 120 ° cycle in the expected order. It is determined whether or not it is (step 213). If the generated voltage is not generated in the expected order in any of the left and right rear wheels 7 and 9 in the 120 ° cycle and step 213 is denied, the power lines 83U, 83V and 83W are connected to the left wheel motor 15 Is incorrectly connected to the wrong phase (level 5). Alternatively, power supply lines 85U, 85
V, 85W are incorrectly connected to the right wheel motor 17 in the wrong phase to be mounted (level 5). In this case, it is determined that the level is level 5 instead of the level 3 described above, and the control of the wheel motors 15 and 17 is prohibited (step 214).

Here, the left and right wheel motors 15, 17
Are mounted so as to have a phase difference between the regenerative AC voltages, for example, the U-phase power line 83U of the left wheel motor 15 and the U-phase power line 85U of the right wheel motor 17 are erroneous. A phase difference occurs in the generated voltage even when the left and right in-phases are erroneously connected, so that they can be reliably detected. When the wheel motors 15 and 17 are attached as shown in FIG. 2, the V-phase power line 83V of the left wheel motor 15 and the right wheel motor 17
Is incorrectly connected to the W-phase power supply line 85W, or when the W-phase power supply line 83W of the left wheel motor 15 and the V-phase power supply line 85V of the right wheel motor 17 are incorrectly connected. However, since a phase difference occurs, an erroneous connection can be reliably detected.

In step 211, judgment is made for each of the left and right rear wheels 7, 9 to judge whether or not the check has been completed for both wheels (step 215). If it is determined that the check has been normally completed for both wheels, control of the wheel motors 15 and 17 is permitted (step 216). If it is determined in step 215 that only one of the left and right rear wheels 7 and 9 has been checked, that is, if step 215 is denied, step 211 is performed.
Return to and make a decision on the other one.

After the control is permitted in step 216, the front wheel speed is monitored by the wheel speed sensors 23 and 25 (step 217), and when the front wheel speed becomes zero, the relays 84 and 86 are turned on (step 217). 218). After the relays 84 and 86 are turned on, the power lines 83 and 86
When power is supplied to the wheel motors 15 and 17 via 85 and the left and right rear wheels 7 and 9 are driven to rotate, and the wheel motors 15 and 17 generate regenerative power, the regenerative power is recovered.

The relay 8 until the front wheel speed becomes zero once.
The reason why the relays 4, 86 are not turned on is that the relays 84, 8
This is because when the switch 6 is turned on, a large current suddenly flows through the power supply lines 83 and 85, which may damage the circuit. For this reason, in consideration of circuit protection, the relay 8 is used until the front wheel speed is once reduced to zero, that is, until the vehicle 1 is temporarily stopped.
4, 86 are not turned on.

In the case of the detection control described above, the voltage of the regenerative electric power is detected between the wheel motors 15, 17 and the relays 84, 86, so that the electric system to the wheel motors 15, 17 is completely connected normally. Until it is determined that
Relays 84 and 86 are not turned on. For this reason, if there is an erroneous connection, power is not supplied to the wheel motors 15 and 17, so that the drive circuit can be reliably protected.

In the detection control described above, when the level of erroneous connection is level 2 to level 5, traveling is permitted (step 204), but the relays 84 and 86 are not turned on and the wheel motors 15 and 17 are turned on. Control permission (step 2
16) does not go down. For this reason, the wheel motors 15, 1
7, the left and right rear wheels 7, 9 are not driven to rotate.
The left and right rear wheels 7, 9 during traveling are used as mere driven wheels.

The motor erroneous connection detection device of the present invention is not limited to the above embodiment. For example, the present invention can be applied to a case where an erroneous connection of an electric system in a motor system of a hybrid vehicle or an electric vehicle having no engine is detected.

[0084]

According to the apparatus for detecting an erroneous connection of a motor according to the present invention, two or more motors mounted on a vehicle are combined to determine whether or not there is an erroneous connection by combining the energization states of the electric systems. Erroneous connection of the electric system between the electric motors can be reliably detected. Here, if the motor is mounted to drive the left and right wheels respectively,
An erroneous connection between the left and right wheels can be reliably detected.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a configuration of a vehicle on which a first embodiment of a motor misconnection detection device of the present invention is mounted.

FIG. 2 is a schematic perspective view showing a mounting state of a wheel motor in the vehicle shown in FIG.

FIG. 3 is a graph showing a state of generation of regenerative electric power in the vehicle shown in FIG.

FIG. 4 is a flowchart showing erroneous connection detection control by the motor erroneous connection detection device shown in FIG. 1;

5A and 5B show a specific example of the electric motor of the present invention, wherein FIG. 5A is an internal side view, and FIG. 5B is a wiring diagram of a coil.

FIG. 6 is a system diagram showing a configuration of a vehicle on which a second embodiment of the motor misconnection detection device of the present invention is mounted.

FIG. 7 is a flowchart showing erroneous connection detection control by the erroneous connection detection device for the electric motor shown in FIG. 6;

[Explanation of symbols]

1 ... vehicle, 3 ... left front wheel, 5 ... right front wheel, 7 ... left rear wheel, 9 ...
Right rear wheel, 11: engine, 15, 17: wheel motor (electric motor), 23, 25: rotation sensor, 24, 26: signal line, 31: vehicle control ECU, 35, 37: motor control unit, 39, 41 ... Inverter part, 83, 85 ... power supply line,
84, 86 ... relay.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02H 7/08 H02H 7/08 J 5H572 H02P 7/74 H02P 7/74 JF Term (Reference) 2G014 AA07 AB07 AB23 AC07 2G016 BA03 BB01 BB05 BB07 BB10 BD13 BE03 5G044 AA01 AA03 AB05 AD01 CA14 CE03 5G058 BB01 BB05 BC16 BD10 BD14 CC01 CC05 5H115 PC06 PG04 PI16 PI29 PO02 PU10 PU19 PU25 PV02 PV09 QI04 TO05 TO03 TO05 TO02 TO05 TO05 AA03 BB05 BB10 CC04 DD05 EE03 FF01 FF05 GG02 GG06 HA05 HB08 HC01 HC07 LL22 LL24 LL32 LL49 MM02

Claims (8)

[Claims] 1. An electric motor misconnection detecting device attached to a vehicle having at least two electric motors for driving wheels to rotate, and detecting an erroneous connection of electric systems of the electric motors, wherein the electric system of each electric motor is provided. Characterized in that it comprises: an energization status detection means for detecting the energization status of the motor; Connection detection device. 2. The erroneous connection detection device for an electric motor according to claim 1, wherein the wheels rotationally driven by the electric motor are mounted on the vehicle as left wheels and right wheels. 3. The wheel driven by the motor is attached to the vehicle as a left wheel and a right wheel, and the motor driving the left wheel and the motor driving the right wheel exchange regenerative power with each other. 3. The erroneous connection detecting device for an electric motor according to claim 1, wherein the erroneous connection detecting device is attached to the vehicle such that a voltage causes a phase difference. 4. The erroneous connection of the electric motor according to claim 1, wherein the electric system is a power supply line for supplying AC electric power for rotating the electric motor to the electric motor. Detection device. 5. An erroneous motor connection detection device mounted on a vehicle having at least two electric motors for rotatingly driving wheels and detecting erroneous connection of electric systems of the respective electric motors, wherein the electric system of each of the electric motors is provided. Energization status detection means for detecting the energization status of the motor using regenerative electric power generated by the electric motor, and erroneous connection determination means for judging erroneous connection based on the energization status of each of the motors detected by the energization status detection means And an erroneous connection detection device for the electric motor. 6. The electric motor misconnection detecting device according to claim 5, wherein the wheels rotationally driven by the electric motor are mounted on the vehicle as left wheels and right wheels. 7. The wheel driven by the electric motor is attached to the vehicle as a left wheel and a right wheel, and the electric motor driving the left wheel and the electric motor driving the right wheel exchange regenerative current with each other. The erroneous connection detection device for an electric motor according to claim 5, wherein the erroneous connection detection device is attached to the vehicle so that a voltage causes a phase difference. 8. The erroneous connection of the electric motor according to claim 5, wherein the electric system is a power supply line for supplying the electric motor with AC power for rotationally driving the electric motor. Detection device.