JP2006111260A - Four-wheel driving car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure low fuel consumption by preventing an engine load increase when an abnormality occurs in an inverter for motor drive control. <P>SOLUTION: On detecting the abnormality in an inverter 9, the load increase of an engine 2 is prevented by releasing a clutch 12 and also stopping a generator 7. To detect the abnormality of the inverter 9, a short circuit current of each phase in a lower arm of the inverter 9 is fed into a low-pass filter, and the direct current component thereof is compared with a predetermined value, and thus, the abnormality of the inverter 9 is detected. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a four-wheel drive vehicle in which either one of the front and rear wheels is driven by an engine and an electric motor is connected to the other one of the front and rear wheels so that the wheel can be driven. However, the present invention is suitable for a four-wheel drive vehicle in which the driven wheels can be controlled and driven by an electric motor.

As such a four-wheel drive vehicle, for example, a so-called motor four-wheel drive vehicle in which front wheels (hereinafter also referred to as main drive wheels) are driven by an engine and rear wheels (hereinafter also referred to as sub drive wheels) are auxiliary driven by an electric motor. In this case, when the slip of the front wheel, that is, the main driving wheel is large, the clutch interposed between the electric motor and the rear wheel is fastened and the rear wheel is driven by the electric motor to bring it into a four-wheel driving state, and the accelerator pedal is depressed. There is one that suppresses and prevents hunting of the electric motor drive by stopping the driving of the rear wheel by the electric motor when the amount becomes a predetermined value or less (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 11-243604

However, when an abnormality including a failure occurs in the inverter that drives the motor while the clutch between the motor and the driven wheel is engaged, the output torque of the motor decreases and the engine load increases. However, there arises a problem that fuel consumption is reduced.
The present invention was developed to solve the above problems, and an object thereof is to provide a four-wheel drive vehicle capable of ensuring fuel efficiency even when an abnormality occurs in an inverter for driving an electric motor. To do.

  In order to solve the above problems, a four-wheel drive vehicle according to the present invention includes an engine that drives one of the front and rear wheels, an electric motor that is connected to either of the front and rear wheels and can drive the wheel, and the electric motor. The applied power to the motor is adjusted by a series circuit in which a fastening means interposed between the front and rear wheels and the other of the front and rear wheels and an upper arm and a lower arm corresponding to each phase of the motor are connected in series. An inverter for driving and controlling the motor, a current sensor provided on the output side of the lower arm of each phase of the inverter, a control means for controlling the operating state of the fastening means, and the current sensor detected by the current sensor Abnormality detecting means for detecting an abnormality of the inverter based on a current value of a lower arm, and the control means solves the fastening means when the abnormality detection means detects the abnormality of the inverter. It is characterized in that.

  Thus, according to the four-wheel drive vehicle of the present invention, when an abnormality occurs in the inverter for driving the electric motor, the fastening means such as a clutch interposed between the wheel and the electric motor is released. Due to the configuration, an increase in engine load can be avoided and fuel consumption can be ensured.

Next, a first embodiment of the four-wheel drive vehicle of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram illustrating a schematic configuration of a vehicle according to the present embodiment. In this embodiment, the left and right front wheels 1L and 1R are driven by the engine 2, and the left and right rear wheels 3L and 3R can be driven by a motor (electric motor) 4. By driving the motor 4, the four-wheel drive state is established. This is an example of a vehicle.

First, the configuration will be described. As shown in FIG. 1, the output torque Te of the engine 2 is transmitted to the left and right front wheels 1 </ b> L and 1 </ b> R through the transmission and the differential gear 5. A part of the rotational torque Te of the engine 2 is transmitted to the generator 7 through the endless belt 6.
The generator 7 rotates at a rotational speed Nh obtained by multiplying the rotational speed Ne of the engine 2 by the pulley ratio, and becomes a load on the engine 2 according to the field current Ifh adjusted by the 4WD controller 8. Generates the corresponding voltage. The electric power generated by the generator 7 can be supplied to the motor 4 via the junction box 10 and the inverter 9. The drive shaft of the motor 4 can be connected to the rear wheels 3L and 3R via the speed reducer 11 and the clutch 12. In addition, the motor 4 of this embodiment is an AC motor. Moreover, the code | symbol 13 in a figure shows a difference gear.

  For example, a main throttle valve and a sub-throttle valve are interposed in the intake pipe line of the engine 2. The throttle opening of the main throttle valve is adjusted and controlled according to the amount of depression of the accelerator pedal. The sub-throttle valve uses a step motor or the like as an actuator, and its opening degree is adjusted and controlled by its rotation angle. Therefore, by adjusting the throttle opening of the sub-throttle valve to be equal to or less than the opening of the main throttle valve, the engine output torque can be reduced independently of the driver's operation of the accelerator pedal. That is, the adjustment of the opening degree of the sub-throttle valve is the driving force control that suppresses the acceleration slip of the front wheels 1L, 1R by the engine 2.

The generator 7 includes a voltage regulator (regulator) for adjusting the output voltage, and the field current is adjusted by the 4WD controller 8 to control the power generation load torque and the power generation voltage for the engine 2. Is done.
The clutch 12 is, for example, a wet multi-plate clutch, and performs engagement and disengagement according to a command from the 4WD controller 8. In this embodiment, the clutch as the fastening means is a wet multi-plate clutch. However, for example, a powder clutch or a pump-type clutch may be used.
Each wheel 1L, 1R, 3L, 3R is provided with a wheel speed sensor 27FL, 27FR, 27RL, 27RR. Each wheel speed sensor 27FL, 27FR, 27RL, 27RR outputs a pulse signal corresponding to the rotation speed of the corresponding wheel 1L, 1R, 3L, 3R to the 4WD controller 8 as a wheel speed detection value.

  The configuration of the inverter 9 and the junction box 10 is shown in FIG. In the junction box 10, a relay 17 that connects and disconnects the inverter 9 and the generator 7 is provided. In the state where the relay 17 is connected, the electric power supplied from the generator 7 is converted into a three-phase current in the inverter 9 to drive the motor 4. In order to control the driving state of the motor 4, a voltage sensor 18 for detecting a generated voltage, a current sensor 19 for detecting an input current of the inverter 9, and an applied voltage to the inverter 9 are detected in the junction box 10. A voltage sensor 20 is provided, and a current sensor 21 that detects a current value of each phase converted in the inverter 9 is provided in the inverter 9, and the motor 4 has a position that detects the position of the rotor. A sensor 22 is provided.

  The 4WD controller 8 includes an arithmetic processing unit such as a microcomputer, for example, and includes wheel speed signals detected by the wheel speed sensors 27FL to 27RR, a voltage sensor 18 in the junction box 10, a current sensor 19, and a voltage. Each output signal of the sensor 20, the output signal of the current sensor 21 in the inverter 9, the output signal of the position sensor 22 of the motor 4, and the accelerator opening corresponding to the amount of depression of an accelerator pedal (not shown) are input. Further, the 4WD controller 8 performs power generation control of the generator 7, control of the relay 17 in the junction box 10, control of the motor 4 by the inverter 9, and engagement control of the clutch 12 between the speed reducer 11 and the differential gear 13. Do. The generator 7 is controlled by detecting the generated voltage with the voltage sensor 18 in the junction box 10 and detecting the inverter input current with the current sensor 19 in the junction box 10 while the relay 17 is connected. The inverter 9 and the motor 4 are controlled by the inverter applied voltage detected by the voltage sensor 20 in the junction box 10, the current of each phase detected by the current sensor 21 in the inverter 9 and the rotation detected by the position sensor 22. Depending on the position of the child, the rotational speed and output torque are controlled by known vector control. At this time, the speed of the rotor is also calculated from the input of the position sensor 22. When the motor 4 is controlled by a controller other than the 4WD controller, it is preferable to monitor the driving state of the motor also by the 4WD controller.

FIG. 3 shows a flowchart of arithmetic processing for four-wheel drive performed in the 4WD controller 8. This calculation process is repeatedly performed at predetermined control cycles from, for example, the ignition switch ON to the ignition switch OFF.
In this calculation process, first, in step S1, for example, the average value of the front wheel speeds detected by the wheel speed sensors 27FL and 27FR of the front wheels 1L and 1R is regarded as the traveling speed, and this traveling speed is set to about 3 km / h, for example. It is determined whether or not it is equal to or higher than the first predetermined travel speed. If the travel speed is equal to or higher than the first predetermined travel speed, the process proceeds to step S2, and if not, the process proceeds to step S6.

  In the step S2, for example, the average value of the rear wheel speeds detected by the wheel speed sensors 27RL and 27RR of the rear wheels 3L and 3R from the average value of the front wheel speeds detected by the wheel speed sensors 27FL and 27FR of the front wheels 1L and 1R. The value obtained by subtracting is used as the acceleration slip amount, and the front wheel acceleration slip is determined using whether or not the acceleration slip amount is greater than or equal to a predetermined value. If the acceleration slip amount is greater than or equal to the predetermined value, the process proceeds to step S6. If not, the process proceeds to step S3.

In step S6, it is determined that the four-wheel drive state should be set, and after the 4WD flag is set, the process proceeds to step S7.
In step S7, as in step S1, for example, the average value of the front wheel speeds detected by the wheel speed sensors 27FL and 27FR of the front wheels 1L and 1R is regarded as the traveling speed, and this traveling speed is about 30 km / h, for example. It is determined whether or not the speed is equal to or higher than the second predetermined travel speed set in step S3. If the travel speed is equal to or higher than the second predetermined travel speed, the process proceeds to step S3. Otherwise, the process proceeds to step S8. .

In step S3, it is determined that the two-wheel drive state should be set only for the front wheels, and after the 4WD flag is cleared, the process proceeds to step S4.
In step S4, control for releasing the clutch is performed, and then the process proceeds to step S5.
In step S5, the motor 4 is stopped, the relay 17 in the junction box 10 is shut off (OFF), the power generation of the generator 7 is stopped, and then the process returns to the main program.

On the other hand, in step S8, power generation by the generator 7 is started, the relay 17 in the junction box 10 is connected (ON), the motor 4 is driven, and then the process proceeds to step S9.
In step S9, the power generation by the generator 7 is controlled and the driving state of the motor 4 is controlled, and then the process proceeds to step S10. Incidentally, the motor torque command value of the motor 4 is set larger as the acceleration slip amount is larger.
In step S10, control for engaging the clutch 12 is performed and then the process returns to the main program.

  According to this calculation process, the front wheels 1L and 1R which are main drive wheels driven by the engine 2 rotate at a rotational speed equal to or higher than the first predetermined speed, and the front wheels 1L and 1R which are main drive wheels are driven wheels. When the amount of acceleration slip that is accelerating and slipping from the rear wheels 3L, 3R is equal to or greater than the predetermined value and the vehicle traveling speed is less than the second predetermined speed, the motor 4 causes the rear wheels 3L, As the four-wheel drive state for driving 3R, the clutch 12 is engaged and the power generation state of the generator 7 and the drive state of the motor 4 are controlled. As a result, for example, when the front wheels 1L and 1R that are the main driving wheels are accelerated and slipped at the start, a driving force is also applied to the rear wheels 3L and 3R that are the driven wheels, and the front wheels 1L and the main driving wheels that are the main driving wheels. It is possible to start smoothly by suppressing the acceleration slip of 1R.

  FIG. 4 shows a flowchart of the arithmetic processing for fail-safe performed in the 4WD controller 8 in parallel with the arithmetic processing of FIG. Similar to the calculation process of FIG. 3, this calculation process is also performed by timer interruption at a predetermined control period set to, for example, about 10 msec. From the ignition switch ON to the ignition switch OFF.

In this calculation process, first, in step S11, it is determined whether or not the 4WD flag is set. If the 4WD flag is set, the process proceeds to step S12. If not, the process returns to the main program. To do.
In step S12, it is determined whether or not a timer described later is started. If the timer is started, the process proceeds to step S14, and if not, the process proceeds to step S13.
In step S13, the timer is reset and started, and then the process proceeds to step S14.

  In step S14, it is determined whether or not the count value of the timer is greater than or equal to a predetermined value set in advance. If the timer is greater than or equal to the predetermined value, the process proceeds to step S15. Return to the program. Note that the predetermined value of the timer count value is that the 4WD flag is set in step S11, and as a result, the four-wheel drive state is set, and the driving force is applied to the rear wheels 3L and 3R which are the driven wheels as described above. Thus, the time required for the acceleration slip of the front wheels 1L and 1R, which are the main driving wheels, to converge or substantially converge is detected.

  In step S15, it is determined whether or not an acceleration slip amount consisting of a difference between the average front wheel speed and the average rear wheel speed is greater than or equal to a predetermined value A. If the acceleration slip amount is greater than or equal to a predetermined value A, The process proceeds to step S17, and if not, the process proceeds to step S16. For example, according to the control map of FIG. 5, the predetermined value A is set to be larger as the traveling speed increases, based on the traveling speed of the vehicle, in this case, the average front wheel speed. As a result of the 4WD flag determination in step S11, this step S15 is in the four-wheel drive state, and since a predetermined time has elapsed from the start of the four-wheel drive state by the timer, the front wheels 1L, which are the main drive wheels, The 1R acceleration slip should be in a convergent or nearly converged state. Therefore, strictly speaking, the acceleration slip amount is not the acceleration slip amount of the front wheels 1L and 1R that are the main drive wheels, but the slip amount that the rear wheels 3L and 3R that are the relatively driven wheels tend to be locked. Show. Similarly, the average front wheel speed is substantially equal to the traveling speed of the vehicle. In the four-wheel drive state, it is highly possible that the rear wheels 3L and 3R, which are the sub-drive wheels, are in a slip state with a locking tendency because of a failure of the motor 4 or the inverter 9, that is, an abnormality. For example, when the terminals of the motor 4 are short-circuited due to a failure of the inverter 9, a braking force is applied to the rear wheels 3L and 3R which are driven wheels, and a slipping state with a locking tendency is caused. Therefore, the predetermined value A is a threshold value for detecting an abnormality in the motor 4 or the inverter 9. However, since the speed difference between the front and rear wheels, that is, the acceleration slip amount may fluctuate greatly due to a sudden change in road surface conditions, for example, at high speeds, the larger the travel speed, that is, the average front wheel speed, the greater the predetermined value A. Is set large to avoid erroneous detection of an abnormality in the motor 4 or the inverter 9. On the other hand, since the speed difference between the front and rear wheels does not increase so much during low speed traveling, the predetermined value A is set small so that the abnormality of the motor 4 or the inverter 9 can be reliably detected.

  In step S16, it is determined whether or not the absolute value of the rear wheel acceleration / deceleration obtained from the differential value of the average rear wheel speed is equal to or greater than a predetermined value B, and the absolute value of the rear wheel acceleration / deceleration is the predetermined value B. If so, the process proceeds to step S17. If not, the process returns to the main program. The predetermined value B is based on the motor torque command value described above, for example, according to the control map of FIG. 6, and is constant when the motor torque command value is less than or equal to the predetermined value. The larger the value, the larger the setting. This step S16 is also in the four-wheel drive state as a result of the 4WD flag determination in step S11, and since a predetermined time has elapsed from the start of the four-wheel drive state by the timer, the front wheels 1L, which are the main drive wheels, The 1R acceleration slip should be in a convergent or nearly converged state. In such a four-wheel drive state, as described above, for example, when the terminals of the motor 4 are short-circuited due to a failure of the inverter 9, a braking force is applied to the rear wheels 3L and 3R, which are the driven wheels, and the slip state tends to be locked. become. If the braking state of the rear wheels 3L, 3R is detected as the absolute value of the rear wheel acceleration / deceleration, that is, the deceleration (deceleration acceleration) of the driven wheels (motor-connected wheels), the predetermined value B is determined by the motor 4 or This is a threshold value for detecting an abnormality of the inverter 9. However, in a region where the motor torque command value is large, the rear wheels 3L and 3R as the driven wheels are accelerated with a time lag with respect to the acceleration slip of the front wheels 1L and 1R as the main drive wheels on a road surface with a low friction coefficient, for example. There is a risk of slipping. Therefore, in a region where the motor torque command value is large, the predetermined value B is set large to avoid erroneous detection of abnormality in the motor 4 or the inverter 9. The absolute value of the acceleration / deceleration of the driven wheel when the terminal of the motor 4 is short-circuited (that is, the absolute value of the deceleration) is the absolute value of the acceleration / deceleration of the driven wheel due to slip when the motor torque command value is large (that is, the acceleration). Therefore, the predetermined value B is smaller than the absolute value of the acceleration / deceleration when the motor 4 is short-circuited and larger than the absolute value of the acceleration / deceleration of the driven wheel when the motor torque command value is large. Is set. On the other hand, in the region where the motor torque command value is small, there is no fear that the rear wheels 3L and 3R, which are the driven wheels, will accelerate and slip with a time lag. Added detection.

In step S17, it is determined that the motor 4 or the inverter 9 is abnormal, and then the process proceeds to step S18.
In step S18, the clutch 12 interposed between the motor 4 and the rear wheels 3L and 3R, which are driven wheels, is released, and then the process proceeds to step S19.
In step S19, after the 4WD flag is cleared, the process proceeds to step S20.

In step S20, the motor 4 is stopped, the relay 17 in the junction box 10 is shut off (OFF), the power generation of the generator 7 is stopped, and then the process returns to the main program.
According to this calculation process, when an abnormality is detected in the motor 4 or the inverter 9, that is, the motor driving means, the clutch (fastening means) 12 between the rear wheels 3L, 3R and the motor 4 is released. After the release, there is no increase in the load on the engine 2 and fuel consumption can be ensured.

When the difference between the average front wheel speed of the front wheels 1L and 1R driven by the engine 2 and the average rear wheel speed of the rear wheels 3L and 3R driven by the motor 4, that is, the acceleration slip amount is equal to or greater than the predetermined value A. Furthermore, by determining that the motor 4 or the inverter 9 is abnormal, the abnormality of the motor 4 or the inverter 9 can be reliably detected.
Further, when the average rear wheel speed of the rear wheels 3L, 3R driven by the motor 4 is equal to or higher than the average front wheel speed of the front wheels 1L, 1R driven by the engine 2, it is determined that the motor 4 or the inverter 9 is abnormal. By doing so, the abnormality of the motor 4 or the inverter 9 can be reliably detected.

Further, the slip amount of the lock tendency of the average rear wheel speed of the rear wheels 3L and 3R driven by the motor 4 based on the average front wheel speed (engine drive wheel speed) equal to or substantially equal to the traveling speed in the four-wheel drive state. By setting the predetermined value A, abnormality of the motor 4 or the inverter 9 can be detected accurately and reliably.
Further, when the absolute value of acceleration / deceleration of the rear wheels 3L and 3R driven by the motor 4 (motor connected wheel deceleration) is equal to or greater than a predetermined value B, it is determined that the motor 4 or the inverter 9 is equal to or greater than Thus, the abnormality of the motor 4 or the inverter 9 can be reliably detected.

Further, by setting a predetermined value B of the acceleration / deceleration absolute value of the rear wheels 3L, 3R driven by the motor 4 based on the motor torque command value, the abnormality of the motor 4 or the inverter 9 is detected accurately and reliably. be able to.
Further, since the abnormality of the motor 4 or the inverter 9 is detected a predetermined time after the clutch 12 is engaged, the acceleration slips of the front wheels 1L and 1R driven by the engine 2 converge or substantially converge, and the front and rear wheels An abnormality in the motor 4 or the inverter 9 can be reliably detected using a speed difference or the like.

  In the first embodiment, the speed difference between the average rear wheel speed of the rear wheels 3L and 3R driven by the motor 4 and the average front wheel speed of the front wheels 1L and 1R driven by the engine 2 is equal to or greater than a predetermined value A. Or the absolute value of the wheel acceleration / deceleration of the rear wheels 3L, 3R driven by the motor 4, that is, the deceleration is greater than or equal to the predetermined value B, the motor 4 or the inverter 9 is abnormal. However, if the two conditions are superposed under the so-called AND condition, the abnormality of the motor or the inverter 9 can be detected more accurately and reliably.

  Next, a second embodiment of the four-wheel drive vehicle of the present invention will be described. The schematic configuration of the vehicle of this embodiment is the same as that of FIG. 1 of the first embodiment. Specific configurations of the inverter 9 and the motor 4 of the present embodiment are shown in FIG. In order to supply three-phase power to the AC motor 9, the inverter 9 is provided with a U-phase upper arm switching element 34UU, a U-phase lower arm switching element 35UL, a V-phase upper arm switching element 34VU, and a V-phase lower arm. Switching element 35VL, W-phase upper arm switching element 34WU, W-phase lower arm switching element 35WL, and a current sensor 21 for detecting the current of each phase of the motor 4 as in the first embodiment, In this embodiment, the short-circuit current sensors 33U, 33V, and 33W of each phase are provided. As in the first embodiment, the rotational position of the rotor of the motor 4 is detected by the position sensor 22.

  Here, the output of the generator 4, that is, the input voltage of the inverter 9, is a direct current with ripples obtained by full-wave rectification of a three-phase alternating current. Then, each of the built-in switching elements 34UU to 35WL performs switching, so that three-phase alternating current is applied to the motor 4 to generate rotational torque. In that case, rotation control of the motor 4 is performed by performing well-known vector control using the outputs of the phase current sensor 20 and the rotor position sensor 21. The inverter 9 may be provided with an electrolytic capacitor.

  FIG. 8 shows a block diagram of the inverter abnormality detection device in the present embodiment. Here, among the short-circuit current sensors 33U to 33W of the respective phases, the U-phase short-circuit current sensor 33U will be described as a representative. The output of the short-circuit current sensor 33U is input to the comparator 37 through the low-pass filter 36. The comparator 37 compares the input from the low-pass filter 36 with a predetermined current C and outputs the comparison result to the inverter abnormality detection unit 38.

  FIG. 9a shows a voltage signal applied to the inverter 9 from the generator 7, and FIG. 9b shows a current value of the short-circuit current sensor 33U in a normal state. Since the voltage applied to the inverter 9 is supplied in the form of full-wave rectification of the three-phase alternating current of the generator 7 as described above, it has a ripple direct current waveform. The frequency of the ripple is determined according to the rotational speed of the generator 7. On the other hand, a pulsed current as shown in FIG. 9B flows through each short-circuit current sensor 33U of the lower arm of the inverter 9 that drives the motor 4 in a normal state. The period of the pulse depends on the switching frequency. When the output of each short-circuit current sensor 33U is passed through the low-pass filter 36, most high-frequency components are removed, and the signal level becomes small as shown by a two-dot chain line in FIG. 9b. Therefore, if the value of the predetermined current C is set to a value larger than the output value of the low-pass filter 36, the inverter abnormality detecting unit 38 is normal when the output value of the low-pass filter 36 is smaller than the predetermined current C. Can be judged.

  However, when the upper and lower arms of the inverter 9 are short-circuited, a short-circuit current flows. The value of the short circuit current depends on the capacity of the generator 7. On the other hand, when the windings of the motor 4 are short-circuited, a brake current flows through the windings and the brake is applied. In this case, since the current flowing through each of the short-circuit current sensors 34U is in a short-circuit state, the current is as shown in FIG. 9c. The output value of the low-pass filter 36 in this case has a large signal level as shown by a two-dot chain line in FIG. Since the output value of the low-pass filter 36 at this time is larger than the predetermined current C, the inverter abnormality detection unit 38 can determine that the inverter 9 is abnormal.

When the abnormality of the inverter 9 is detected by the inverter abnormality detection unit 38 as described above, the clutch 12 is released and the generator 7 is stopped as in the first embodiment. An integrator or an average value circuit can be used instead of the low-pass filter. Also, the block diagram shown in FIG. 8 can be configured by arithmetic processing.
Therefore, in this embodiment, an abnormality is detected before the motor rotation speed is decreased by detecting an abnormality of the inverter 9 based on the current value of the lower arm of the inverter 9 detected by the short-circuit current sensor 33U. Therefore, an increase in engine load can be prevented quickly and reliably.

  Further, the DC component of the current detected by the short-circuit current sensor 33U is extracted by the low-pass filter 36, and the abnormality of the inverter 9 is detected based on the extracted DC component and the predetermined current C. Can be detected accurately and reliably. Since the DC component extracted by the low-pass filter 36 depends on the rotational speed of the motor 4, the abnormality of the inverter 9 can be detected more accurately by setting the predetermined current C according to the motor rotational speed. be able to.

In each of the above embodiments, the case where the motor 4 is driven by the electric power generated by the generator 7 to configure the four-wheel drive is described, but the present invention is not limited to this. That is, the motor 4 may be configured to be driven by an individual battery. In this case, the power generated by the generator 7 may be supplied to another load device and consumed by the load device.
In the above embodiment, an arithmetic processing unit such as a microcomputer is used to perform each arithmetic processing. However, an appropriate arithmetic unit may be used in combination as long as similar arithmetic processing is possible.

1 is a schematic configuration diagram showing a first embodiment of a four-wheel drive vehicle of the present invention. It is explanatory drawing of the structure of the junction box and motor of FIG. It is a flowchart of the arithmetic processing for the four-wheel drive control performed with the 4WD controller of FIG. It is a flowchart of the arithmetic processing for the fail safe performed by the 4WD controller of FIG. It is a control map used for the arithmetic processing of FIG. It is a control map used for the arithmetic processing of FIG. It is explanatory drawing of the structure of the junction box and motor which show 2nd Embodiment of the four-wheel drive vehicle of this invention. It is a block diagram of the inverter abnormality detection apparatus using the output from the short circuit current sensor of FIG. It is explanatory drawing of an effect | action of the abnormality detection apparatus of FIG.

Explanation of symbols

1L and 1R are front wheels (engine drive wheels)
2 is the engine 3L, 3R is the rear wheel (motor connection wheel)
4 is a motor.
7 is a generator 8 is a 4WD controller 9 is an inverter 10 is a junction box 11 is a speed reducer 12 is a clutch (friction element)
17 is a relay 18 is a voltage sensor 19 is a current sensor 20 is a voltage sensor 21 is a current sensor 22 is a position sensor 27FL-27RR is a wheel speed sensor 33U-33W is a short-circuit current sensor 34UU-34WL is a switching element 36 is a low-pass filter 37 Device 38 is an inverter abnormality detector.

Claims (2)

  An engine that drives one of the front and rear wheels, an electric motor that is connected to either of the front and rear wheels and can drive the wheel, and a fastening means that is interposed between the electric motor and one of the front and rear wheels And an inverter that drives and controls the motor by adjusting power applied to the motor by a series circuit in which an upper arm and a lower arm corresponding to each phase of the motor are connected in series, and a lower circuit of each phase of the inverter An abnormality detection that detects an abnormality of the inverter based on a current sensor provided on the output side of the arm, a control means that controls an operating state of the fastening means, and a current value of the lower arm detected by the current sensor And the control means releases the fastening means when an abnormality of the inverter is detected by the abnormality detection means.   A filter for extracting a direct current component of the current detected by the current sensor; and the abnormality detecting means detects an abnormality of the inverter based on the direct current component extracted by the filter and a predetermined current threshold. The four-wheel drive vehicle according to claim 1.

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