JP2002010404A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for vehicles, capable of limiting control of the driving force of the vehicles and determining abnormalities in the control device without increasing the number of components (CPU), and makes the determination in similar manner, as the case that an increase has taken place in the number of the components. SOLUTION: The control device comprises a limiting value arithmetic operation means for carrying out an operation for obtaining a torque limiting value of a torque command signal for the drive motor from at least one signal out of the signals of vehicle speed, the opening of an accelerator and shift position, and a limiting processing means for receiving the inputs of the torque command value for the vehicle drive motor and the target torque value obtained by the operation of the limiting value arithmetic operation means and sending the output by making a comparison between both values and select-ing the smaller value therebetween as the signal to be outputted, so that the torque of the drive motor is controlled with the output signal thus obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a vehicle for controlling a driving force of a vehicle when a central processing unit (hereinafter abbreviated as CPU), which is a center of the vehicle control, is abnormal. Related to a control device.

[0002]

2. Description of the Related Art For example, Japanese Patent Application Laid-Open No. 6-219310 discloses a prior art of a failure detection technique for a vehicle control device.
This publication describes a case in which a control system is configured using a plurality of CPUs, for example, two main and sub CPUs for one control target, in order to detect a failure of a CPU in the vehicle control device. ing. This is a so-called dual system, in which the same signal is given to the two, the same control operation is performed, and the difference between the output signals as the result of the operation is calculated. A failure determiner determines whether the error is within a predetermined allowable level. An example is described in which a signal that avoids divergence due to the integration operation of the sub CPU is sent from the main to the sub CPU.

[0003]

In the prior art described in the above publication, it is necessary to prepare a plurality of (generally two) CPUs for one control target, and this method increases the number of parts. There is a disadvantage of doing so. In such a case, the redundancy is improved, but on the other hand, the increase in the number of parts is likely due to the possibility of failure of the increased parts.
There is a disadvantage that the possibility of a potential failure increases as a whole circuit.

It is an object of the present invention to provide a control device that performs the same abnormality judgment as in the above-described prior art when an abnormality occurs without increasing the number of parts, and performs a process for limiting the driving force of the vehicle when an abnormality occurs.

[0005]

A limit value calculating means for calculating a target torque command limit value of the vehicle driving motor from at least one of a vehicle speed, an accelerator opening, and a shift position signal; And limiting processing means for comparing the torque command value of the vehicle drive motor from the vehicle control device with the target torque command limit value calculated by the limit value calculating means and outputting a smaller signal. There is. Further, the vehicle control device calculates a torque command value of a driving motor from at least one signal of the accelerator opening, the vehicle speed, and the shift position.

[0006]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described.
This will be described in detail with reference to the drawings. FIG. 1 is a hardware configuration diagram of a hybrid vehicle system 20 according to an embodiment of the present invention. The vehicle system includes an ENG (engine) 1 that generates torque by burning fuel, and an ENG 1 that is coupled to the ENG 1 by a belt 2. (Battery) 3 that generates torque for generating power for charging and starting ENG1. M (power generation motor) 4, CLT (clutch) 7 for mechanically connecting or disconnecting torque generated from crankshaft 5 of ENG 1 to drive shaft 6, DM for connecting to drive shaft 6 and generating drive torque for vehicle traveling (Vehicle drive motor) 8, a transmission 10 for converting drive shaft torque and transmitting it to drive wheels 9, a vehicle drive motor DM8, and a power generation motor AL
T. Batt. 3 that supplies power from the power converter P-CONV. 11.

The control device includes an engine control device ENG-CTR80 for controlling the engine 1, a vehicle driving motor DM8 and a power generation motor ALT. A motor control device M-CTR81 for controlling M4, a clutch control device CLT-CTR82 for controlling the clutch 7,
Battery remaining amount detecting device SO for detecting remaining amount of battery 3
C83. The vehicle control device 21 is also mounted on the vehicle, and controls the entire vehicle.

Further, a vehicle control device 21, an engine control device ENG-CTR80, a motor control device M-CTR8
1. The clutch control device CLT-CTR 82 and the battery remaining amount detection device SOC 83 are connected by the communication means 40 capable of bidirectional communication, and bidirectional communication is possible between them.

The vehicle control device 21 includes an engine control device E
From the NG-CTR 80, the
Motor control of engine speed Ne and engine torque Te
From the device M-CTR81, a vehicle driving motor DM8 and
Power generation motor ALT. The operation state of M4 is received. example
For example, the rotation speed Nm of the vehicle driving motor DM8₁And for vehicle running
Motor torque command value Tm₁, The number of rotations of the power generation motor 4
Nm_TwoCommand value Tm_Two, Battery remaining
The battery level and the battery level are output from the quantity detection device SOC83.
Teri temperature T_BAnd other information, and the engine control device EN
The G-CTR 80 receives an engine torque command Te *, a mode
To the motor control device M-CTR81.
Torque command Tm₁* And ALT. Torque to M
Command Tm _Two* And speed command Nm2 *, clutch control device
Connect or disconnect clutch 7 to CLT-CTR82
To send various information necessary for driving the vehicle.
Retrieval is performed via the bidirectional communication line 40.

The vehicle control device 21 receives a driver operation signal, a signal 23 from a shift position sensor provided on a shift lever 22, and an accelerator pedal (Ac).
c. ped. ) 24, a signal 25 from an accelerator position sensor provided on the brake pedal (B. ped.)
A signal 27 from a brake position sensor provided at 26 and a signal from a vehicle speed sensor 28 provided on the wheel axle side of the transmission 10, which is a vehicle state signal, are input, and are obtained from the aforementioned sensor information and communication means 40. According to the information of each control device, the engine ENG1, the vehicle driving motor DM8, the power generation motor ALT. M4, means for calculating the above-mentioned command value to the clutch CLT7, and the like.

The engine control unit ENG-CTR80, the motor control unit M-CTR81, the clutch control unit CLT-CTR82, and the remaining battery level detecting device SO
The C83 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and performs signal processing according to a predetermined program. Engine control device ENG-CTR80 and motor control device M-CT
It is also possible to mount the R81, the clutch control device CLT-CTR82, and the battery remaining amount detection device SOC83 inside the vehicle control device 21. As described above, the vehicle control device 21 is an extremely important control device, and an abnormality in this device affects the entire vehicle control. Therefore, as shown in the above conventional example, the central processing unit in this portion is duplicated.

Next, the operating state of the vehicle running control of this embodiment will be described below. FIG. 2 shows an outline of a control flow at the time of starting the vehicle. When starting, the clutch CL is set in step S1.
T7 is cut off, the engine ENG1 is stopped in step S2, and the vehicle runs using only the torque generated by the vehicle drive motor DM8 as a power source in step S3. Then, in a step S4, it is determined whether or not the vehicle speed has become a certain value or more,
When the value is equal to or more than the predetermined value, the ALT. ENG1 is started using M4 as a motor, and when the start is completed, CLT 7 is connected as shown in step S6. In step 7, control is performed so that the torque of DM8 becomes zero, and in step 8, the vehicle can run only with ENG1.
In step 9, it is determined whether the operation requires acceleration and deceleration. In the case of acceleration, in step 10, a large torque is generated by the DM 8. In the case of deceleration, a regenerative torque is generated in DM8 in step 11, and the Batt. ALT.3 is required in step 12 when ALT. M4 regenerative operation to generate electricity, B
att. Charge 3

On the other hand, in the case of deceleration operation of the vehicle, the control flow is as shown in FIG. In step S21, the clutch C
The LT 7 stops supplying fuel to the ENG 1 while being connected (F / C). In step S22, a regenerative torque is generated in DM8, and the vehicle speed is reduced. In step S23, it is determined whether or not the vehicle speed has been reduced to a speed lower than a predetermined speed.
24, the clutch 7 is disconnected, and Batt. 3 determines whether or not charging is necessary. If it is determined that charging is necessary, if the vehicle is stopped and ENG1 is also stopped, then in step S26, the ENG is
Start 1 Then, the output of the motor 4 generates the Batt.
Charge 3

FIG. 4 is a block diagram showing a function in the vehicle control device for calculating and processing a command value to each control device. In the vehicle control calculation unit 100, a shift position signal SP by the shift position detection unit 101 and an accelerator opening by the accelerator opening degree detection unit 102 are obtained from the signal 23 from the shift position sensor and the signal 25 from the accelerator position sensor, which are driver operation signals. The degree signal AP is calculated. Further, the input signal from the vehicle speed sensor 28 is used by the vehicle speed detecting means 103 to calculate the vehicle speed VS and the rotation speed ND of the wheel shaft. The target drive torque calculating means 104 calculates a target drive torque Td to be transmitted to the drive wheels using at least one signal of the shift position SP, the accelerator opening AP, and the vehicle speed VS. Further, the speed ratio (K) of the transmission is calculated by the speed ratio detecting means 105 from the rotation speed ND of the wheel shaft and the motor speed Nm _{1 of the} vehicle drive, and the target driving torque (Td) is calculated by the target input shaft torque calculating means 106. ) Is divided by the gear ratio (K) to calculate the target input shaft torque (Ti) of the vehicle drive motor shaft.

The target power generation torque calculating means 107 calculates a target power generation torque (Tg) for charging the battery based on the battery temperature (Tb) and the remaining battery power transmitted from the battery remaining power detector 83.

In the torque distribution means 108, the target input shaft torque (T
i) and the target power generation torque (Tg) calculated by the target power generation torque calculation means 107 is applied to the engine torque command (Te
*), A command value to each control device is calculated by distributing the torque command (Tm1 *) of the vehicle drive motor and the torque command (Tm2 *) of the power generation motor.

FIG. 5 shows a functional block 200 processed by a vehicle drive motor program in the motor control device M-CTR 81 and a motor control limit value calculation unit 20.
7 is a functional block diagram. The vehicle drive motor control calculation unit 200 receives the torque command Tm ₁ * (FIG. 4) of the vehicle drive motor 8 from the vehicle control device 21 and limits the torque command value by the limit processing unit 214. Further, the speed calculating means 201 calculates the rotation speed Nm1 from the rotation detection signal from the rotation detecting means 31 of the vehicle drive motor. Rotational speed Nm ₁ limiting the torque command Tm1 * 'and is transmitted to the vector control calculating unit 202. The vector calculation means 202 calculates current command values (Id ₁ * and Iq ₁ *) to be supplied to the vehicle drive motor 8 based on the values of the torque command Tm ₁ * 'and the rotation speed Nm ₁ .

Then, the calculated current command value (Id ₁ *
And Iq ₁ *) are transmitted to the current control means 203. The rotation phase of the vehicle drive motor 8 is calculated by the phase calculation means 204 from the rotation detection signal of the rotation detection means 31 and the phase angle (θm
₁ ) Calculate. Further, the three-phase / two-phase conversion means 205 takes in the three-phase currents (iu ₁ , iv ₁ , iw ₁ ) of the vehicle drive motor 8 detected by the current detection means 33 and outputs A / A
D conversion is performed, and three-phase two-phase conversion is performed using the phase angle (θm ₁ ).
The actual current value (Id ₁ ＾, Iq ₁の) of the vehicle drive motor 8 obtained in this way is transmitted to the current control means 203. The rotation phase (θm ₁ ) is also input to the current control means 203, and based on these values, the AC voltage command value (Vu
₁ *, Vv ₁ *, Vw ₁ *). The calculated voltage command value is converted into a PWM signal by the PWM control calculation means 206, and the result is output to the power conversion means 11.

In the limit value calculation section 207, the vehicle control device 2
The same calculation as the target input shaft torque calculation means 106 calculated in step 1 is performed. A signal 23 from the shift position sensor and a signal 25 from the accelerator position sensor, which are driver operation signals, are input signals, and the shift position signal (SPm) is detected by the shift position detecting means 208 and the accelerator opening signal (SPm) is detected by the accelerator opening detecting means 209. AP
m). Further, the input signal from the vehicle speed sensor 28 is used to calculate the vehicle speed signal (VSm) and the rotation speed (NDm) of the wheel shaft by the vehicle speed detecting means 210. The target drive torque calculation means 211 calculates a target drive torque (Tdm) to be transmitted to the drive wheels from the shift position (SPm), the accelerator opening (APm), and the vehicle speed (VSm) signal, and further calculates the rotation speed of the wheel shaft. The transmission gear ratio (Km) of the transmission is calculated by the gear ratio detection means 212 from (NDm) and the vehicle drive motor rotation speed Nm1, and the target input shaft torque calculation means 21
By dividing the target drive torque (Tdm) by the gear ratio (Km) (Tdm / Km) in step 3, the target input shaft torque (Ti) of the vehicle drive motor shaft calculated by the vehicle control device 21 is equivalent to the target input shaft torque (Ti). The target input shaft torque (Tim) is calculated and transmitted to the limit processing means 214.

In the restriction processing means 214, the vehicle control device 2
1 to the torque command value (Tm) of the vehicle drive motor 8.
₁ ) Compare the *) with the target input shaft torque (Tim). Torque command vehicle driving motor 8 (Tm ₁ *) is never greater than the target input shaft torque (Tim), Tm ₁
* <Tim. At this time, DM8 is controlled using Tm ₁ * as the output signal of the limiting processing means. When the torque command (Tm ₁ *) of the driving motor 8 from the vehicle control calculation unit is larger than the target input shaft torque (Tim) (Tim *> Tim), the vehicle control calculation of the vehicle control device 21 is performed. It is determined that some abnormality has occurred in the unit 100, and the torque command value transmitted to the vector control calculation unit 202 is set as the value of the target input shaft torque (Tim). That is, Tim
And the smaller one of Tmi * is selectively output by the limiting means 214.

Now, the failure of the vehicle control device 21 is caused by Tm ₁ *
If the failure is in the direction of decreasing the value, Tm ₁ * is selected and output by the restriction processing means as a fail-safe value without determining whether it is normal or abnormal. In a state where the fail-safe control activation flag is set, the restriction processing unit 214 performs a restriction process of not outputting a torque larger than the target input shaft torque (Tim). That is, the smaller of the two signals is output. Therefore, selection control of the control mode can be enabled by setting the flag. Target input shaft torque (Tim)
Is calculated from the driver operation signal, for example, when the driver turns off the accelerator, the target input shaft torque (Tim) becomes zero according to the target drive torque calculation means 206, and the limiting process is performed according to the driver's will. become.

The control calculation unit 200 shown in FIG. 5 receives a target power generation torque (Tg), an engine torque command (Te *), and a control signal from the vehicle control calculation unit 100 of the vehicle control device 21 shown in FIG.
When the configuration is such that the power generation motor torque command (Tm ₂ *) is received, the target input shaft torque calculated by the limit value calculation means 207 is obtained.
From the value obtained by adding the target power generation torque (Tg) to (Tim), the engine torque command (Te *) and the power generation motor torque command (T
Assuming that the value obtained by subtracting m ₂ *) is the torque command limit value of the vehicle drive motor, a limit process close to the vehicle drive motor torque command (Tm ₁ *) calculated by the vehicle control device can be realized.
That is, the approximate value Tim ′ is set to Tim ′ = (Tim + Tg) − (Te * + Tm ₂ *), and the same restriction processing as described above may be performed based on the magnitude relationship between Tm ₁ * and Tim ′. That is, Tm ₁ *> Tim '
In this case, it is determined that there is an abnormality, and DM ′ is controlled by using Tim ′ as a limit value as an input signal to the vector control calculation means 202. When Tm ₁ * <Tim ′, it is determined that the signal is normal, and the output signal of the restriction processing unit 214 is set to Tm ₁ * as DM
8 can also be performed.

FIGS. 6 and 7 show the outline of these processing flows in the restriction processing means. First, in step S31 of FIG. 6, Tim and Tm ₁ * are fetched, and Tim and Tm ₁ * are taken.
First, the magnitude relation of m ₁ * is checked in S32. Tim
If <Tm ₁ *, Tim is output as the limit value in step S33. In step S34, Tim> Tm ₁
* Check if Tim is bigger,
In step 35, Tm ₁ * is set as a limit value.

In the case of limiting processing close to the vehicle driving motor torque command (Tm ₁ *) calculated by the vehicle control device,
As shown in FIG. 7, in step S41, Tm ₁ *, Ti
m, TgTe * and Tm ₂ * are fetched, and step S42 is executed.
Then, Tim 'is obtained by calculation. Then, in step S43, the magnitude relationship between Tm ₁ * and Tim ′ is determined. If the relationship between them is Tm ₁ * <Tim ′, T
m ₁ * is output to the vector control calculation means 202 as a limit value. On the other hand, as shown in step S45, Tm ₁
*> If Tim ', Tim' is output to 202 as a limit value as shown in step S46. Thus, by providing the limiting processing means for selecting a smaller signal from the magnitude relationship between the vehicle drive motor torque command signal from the existing vehicle control device 21 and the target input shaft torque command from the motor control device 81 Thus, fail-safe control for avoiding runaway as a vehicle control system can be performed.

The motor drive mode of the motor control device 81 has been described above.
The data control calculation unit 200 has been described as an example. But this
The idea can also be applied to other controls. example
For example, the engine torque finger which is the output of the vehicle control calculation unit in FIG.
Command Te * or motor torque command Tm for power generation_Two, To
And apply fail-safe control in the same way.
it can. Basically, low value selection (Low Value S
selector) by means having the function
This can be realized by giving a command value. An example
For example, FIG. 8 shows A by the motor control device M-CTR81.
LT. M and the engine control device ENG
-Indicates the relationship with CTR80. (A) of FIG.
ALT. Motor torque for power generation from vehicle control device to M
Command Tm _Two* And torque command value generated in M-CTR
Tm (ALT) is controlled by restriction processing means 214 '
And the torque command value to the ALT-M is obtained. Also figure
8 (B) shows the relationship between the engine torque command Te * in FIG.
Relationship with command value Te generated by ENG-CTR80
Is restricted by the restriction processing means 215 and the result is ENG
Is the torque command value. Details are omitted, but in the case of FIG.
Realizes the same restriction processing as that of, that is, fail-safe control
You can do it.

[0026]

As described above, the limitation processing control according to the present invention enables a fail-safe operation that can cope with an abnormal situation as well as an increase in the number of parts without increasing the number of parts due to duplication or the like.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a vehicle system according to an embodiment of the present invention.

FIG. 2 is a diagram schematically illustrating a control processing flow at the time of starting the vehicle control device according to the embodiment of the present invention.

FIG. 3 is a diagram showing an outline of a control processing flow at the time of deceleration of a vehicle control device according to an embodiment of the present invention.

FIG. 4 is a functional block diagram of a vehicle control calculation unit of the vehicle control device according to one embodiment of the present invention.

FIG. 5 is a functional block diagram of a vehicle control device and a motor control device for controlling a process of controlling a motor for driving a vehicle.

FIG. 6 is a diagram showing a schematic flow of a restriction process in a restriction processing means.

FIG. 7 is a diagram showing a schematic flow of another embodiment of the restriction processing in the restriction processing means.

FIG. 8 is a diagram showing another embodiment of the present invention.

[Explanation of symbols]

1; engine (ENG); 2; belt; 3; battery; 4; power generation mode (ALT-M);
6; drive shaft, 7; clutch (CLT), 8: vehicle drive motor (DM),
9; drive wheels, 10; transmission, 11; power converter,
20; vehicle system 21; vehicle control device
22: shift lever, 23: signal from shift position sensor, 24: accelerator pedal, 25;
26; brake pedal, 27; signal from brake position sensor, 28; vehicle speed sensor, 30; ENG rotation sensor, 31; DM rotation sensor, 32; ALT
-M rotation sensor, 33; M current sensor,
34; DM current sensor; 40; two-way communication means;
80; an engine control device (ENG-CTR);
81; motor control device (M-CTR); 82; clutch control device (CLT-CTR); 83; remaining battery power detection device; 100; vehicle control operation unit;
Shift position detecting means, 102; accelerator opening degree detecting means, 103; vehicle speed detecting means, 104; target driving torque calculating means, 105; gear ratio detecting means,
106: target input shaft torque calculation means 107: target power generation torque calculation means 108: torque distribution calculation means 200: vehicle drive motor control calculation unit 2
01; speed calculation means 202; vector control calculation means 203; current control calculation means 204; phase calculation means 205; three-phase to two-phase conversion calculation means 20
6; PWM control operation means; 207; limit value operation section;
208; shift position detecting means 209; accelerator opening degree detecting means 210; vehicle speed detecting means 21
1: target drive torque calculating means 212: gear ratio detecting means 213: target input shaft torque calculating means

Claims (2)

[Claims] 1. A vehicle that uses an engine and a vehicle drive motor as a drive source and controls the drive source according to a calculated torque command, wherein a target torque of the vehicle drive motor among the drive sources is provided. A limit value calculating means for calculating a command limit value from at least one of signals of a vehicle speed, an accelerator opening, and a shift position; and a torque command value of a vehicle drive motor from a vehicle control device and the limit value calculating means. Limiting processing means for comparing the obtained target torque command limit value and outputting a smaller signal, and having a motor control device for controlling the torque of the driving motor with an output signal of the limiting processing means. Vehicle control device. 2. The vehicle control device according to claim 1, wherein the vehicle control device calculates a torque command value of a drive motor from at least one signal of the accelerator opening, the vehicle speed, and the shift position. A control device for a vehicle.