JP2007209116A - Drive unit, automobile therewith, and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately determine a failure of a drive unit in an apparatus for controlling motors by a plurality of CPUs. <P>SOLUTION: An electronic control unit 70 for a hybrid establishes torque commands Tm1*, Tm2* outputted from motors MG1, MG2, and transmits them to a motor ECU 40. The motor ECU 40 which receives the torque commands Tm1*, Tm2* adjusts the torque commands Tm1*, Tm2* with adjustment torques Tα1, Tα2, controls the motors MG1, MG2 based on adjusted torque commands Tm1*, Tm2*, and transmits the adjusted torque commands Tm1*, Tm2* to the electronic control unit 70 for the hybrid. The electronic control unit 70 for a hybrid which receives the adjusted torque commands Tm1*, Tm2* determines an abnormality relating to the motors MG1, MG2, by comparing the adjusted torque commands Tm1*, Tm2* with actual torques Tm1, Tm2. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive device including an electric motor capable of outputting drive power, an automobile equipped with the same, and a control method of the drive device.

2. Description of the Related Art Conventionally, as this type of drive device, a drive device that is mounted on a hybrid vehicle and includes a master CPU that performs calculations related to control of the entire hybrid vehicle and a motor CPU that drives the motor has been proposed (for example, see Patent Document 1). ). In this device, the master CPU calculates an engine operating point, two motor torque commands, etc., and transmits the engine operating point to the engine electronic control unit, and the motor torque request value for the motor torque request value. Send to. The motor CPU of the motor control unit drives and controls the two motors by driving and controlling a drive circuit such as an inverter based on the torque command of the motor.
JP 2001-312314 A

  By the way, since the torque command of the motor is created on the master CPU side, if the torque output from the motor is detected under the control of the motor CPU based on this torque command, the torque command is detected on the master CPU side. By comparing the torque, it can be determined whether or not the motor is normally controlled. On the other hand, in a device of the type that controls the motor after adjusting the torque command received from the master CPU on the motor CPU side in order to control the motor more appropriately, the motor is different from the torque command created by the master CPU. The motor may be controlled by a torque command. When the torque command is largely adjusted in the motor CPU, the motor is controlled with a torque command different from the torque command created by the master CPU, and as a result, an error may be erroneously determined on the master CPU side.

  SUMMARY OF THE INVENTION An object of the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention is to more accurately determine an abnormality of the device in a device that controls an electric motor with a plurality of CPUs.

  In order to achieve the above-described object, the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention employ the following means.

The drive device of the present invention is
A driving device including an electric motor capable of outputting driving power,
Main control means for creating a torque command as torque to be output from the electric motor;
Drive control means for receiving the created torque command by communication from the main control means, performing a predetermined adjustment on the received torque command, and drivingly controlling the electric motor based on the adjusted torque command; ,
Torque detecting means for detecting torque output from the electric motor;
With
The main control means is means for receiving the adjusted torque command by communication from the drive control means and determining an abnormality of the drive device based on the received torque command and the detected torque. Is the gist.

  In this drive device of the present invention, the main control means creates a torque command as a torque to be output from the electric motor, the drive control means receives the torque command from the main control means by communication, and a predetermined value is received for the received torque command. The motor is driven and controlled based on the adjusted torque command. The main control means receives the adjusted torque command by communication from the drive control means, and determines abnormality of the drive device based on the received torque command and the torque output from the electric motor. As a result, even if the motor is driven and controlled with a torque command different from the torque command created by the main control means, the main control means can determine the abnormality of the drive device more accurately.

  In such a driving apparatus of the present invention, the drive control means is a means for inputting the torque detected by the torque detection means and transmitting the input torque to the main control means together with the adjusted torque command. It can also be.

  In the drive device of the present invention, the main control means is means for determining an abnormality of the drive device based on a comparison between a deviation between the adjusted torque command and the detected torque and a predetermined value. It can also be. In this way, it is possible to determine the abnormality of the drive device by simpler processing.

  Furthermore, in the drive device of the present invention, based on the internal combustion engine and the power input / output to / from any two of the three axes connected to the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine. 3-axis power input / output means for inputting / outputting power to the remaining one shaft, a motor for rotating shaft capable of inputting / outputting power to / from the rotating shaft, and a motor for driving shaft capable of inputting / outputting power to / from the driving shaft; And having an internal combustion engine, a first rotor connected to the output shaft of the internal combustion engine, and a second rotor connected to the drive shaft. A counter-rotor motor that relatively rotates the first rotor and the second rotor, and a drive shaft motor that can input and output power to the drive shaft may be provided.

The automobile of the present invention
The driving device of the present invention according to any one of the above-described aspects, that is, a driving device basically including an electric motor capable of outputting driving power, and a torque command as a torque to be output from the electric motor. The main control means to be created and the set torque command are received from the main control means by communication, and a predetermined adjustment is made to the received torque command, and the motor is driven based on the adjusted torque command Drive control means for controlling, and torque detection means for detecting torque output from the electric motor, wherein the main control means receives and receives the adjusted torque command by communication from the drive control means. The gist of the present invention is to provide a drive device that is means for determining an abnormality of the drive device based on a torque command and the detected torque.

  In this automobile of the present invention, since the drive device of the present invention according to any one of the above-described aspects is mounted, the same effect as the effect of the drive device of the present invention, for example, a torque command created by the main control means, Even if the motor is driven and controlled with a different torque command, the main control means can provide an effect that the abnormality of the driving device can be more accurately determined.

The method for controlling the drive device of the present invention includes:
Control means for controlling the electric motor having a plurality of control units including an electric motor capable of outputting driving power, a first control unit and a second control unit capable of inputting torque output from the electric motor A method of controlling a drive device comprising:
The first control unit creates a torque command as torque to be output from the electric motor,
The second control unit receives the torque command generated by the first control unit by communication, performs a predetermined adjustment on the received torque command, and based on the adjusted torque command Drive and control the motor,
Further, the first control unit receives the adjusted torque command and the detected torque from the second control unit through communication, and the received adjusted torque command and the received torque The gist is to determine abnormality of the drive device based on the above.

  According to this control method for a drive device of the present invention, the first control unit creates a torque command as torque to be output from the electric motor, and the second control unit issues a torque command by communication from the first control unit. The received torque command is subjected to a predetermined adjustment, and the motor is driven and controlled based on the adjusted torque command. The first control unit receives the adjusted torque command by communication from the second control unit, and determines abnormality of the drive device based on the received torque command and the torque output from the electric motor. As a result, even when the electric motor is driven and controlled with a torque command different from the torque command created by the first control unit, the first control unit can more accurately determine the abnormality of the drive device.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a driving apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A hybrid electronic control unit 70 for controlling the entire drive device is provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Both the motor MG1 and the motor MG2 are configured as well-known three-phase AC synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. Do. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, signals from rotation angle detection sensors 43 and 44 that detect the rotation angles of the rotors of the motors MG1 and MG2, and current sensors 45 and 46. The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when determining an abnormality of the drive device (especially the motors MG1, MG2) will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs data such as the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (step S100). The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V is required for the vehicle. The required power P * is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k. The charge / discharge required power Pb * may be set based on the remaining capacity SOC of the battery 50 and input from the battery ECU 52 through communication.

  Subsequently, a target rotational speed Ne * and a target torque Te * of the engine 22 are set based on the set required power P * (step S120). In this setting, for example, when the required power P * is not in an area where the engine 22 can be operated efficiently, a value 0 is set to the target rotational speed Ne * and the target torque Te * so that the operation of the engine 22 is stopped. When the required power P * is in an area where the engine 22 can be operated efficiently, the engine 22 is operated most efficiently among the operating points (rotation speed and torque) of the engine 22 for outputting the required power P *. This can be done by setting the possible points to the target rotational speed Ne * and the target torque Te *.

  Next, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set (step S130). The torque command Tm1 * of the motor MG1 is set to a value of 0 when the operation of the engine 22 is stopped, and a torque Tcr required for cranking is set when the engine 22 is cranked and started. During the operation, the torque required to rotate the engine 22 at the set target rotational speed Ne * is set. Further, the torque command Tm2 * of the motor MG2 is determined so that the torque Tm1 * output from the motor MG1 is output via the power distribution integration mechanism 30 (gear ratio ρ) so that the required torque Tr * is output to the ring gear shaft 32a. Torque (−Tm1 * / ρ) output to the shaft 32a and torque Tm2 * output from the motor MG2 are output to the ring gear shaft 32a via the reduction gear 35 (gear ratio Gr) (Tm2 * · Gr). Can be set using a relationship in which the sum of and the required torque Tr *.

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40, respectively (step S140). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Hereinafter, the description of the drive control routine will be interrupted, and details of the control of the motors MG1 and MG2 in the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * will be described. FIG. 4 is a flowchart illustrating an example of a motor control routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the motor control routine is executed, the motor ECU 40 first inputs torque commands Tm1 * and Tm2 * (step S200). Here, the torque commands Tm1 * and Tm2 * are received from those transmitted from the hybrid electronic control unit 70 and input to the RAM ECU (not shown) of the motor ECU 40.

  Subsequently, the adjustment torques Tα1 and Tα2 are set (step S210), and the torque commands Tm1 * and Tm2 * are adjusted by adding the set adjustment torques Tα1 and Tα2 to the input torque commands Tm1 * and Tm2 * (step S220). ), Motor control is executed to control the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the adjusted torque commands Tm1 * and Tm2 * (step S230). Here, the adjustment torques Tα1 and Tα2 are, for example, relative to the torque commands Tm1 * and Tm2 * set by the hybrid electronic control unit 70 in order to suppress sudden changes in the torque output from the motors MG1 and MG2. Examples thereof include torque for performing a gradual change process such as a better process and a rate process, a torque for suppressing torque pulsation that occurs when the engine 22 is cranked, and the like. Accordingly, when the accelerator pedal 83 is largely depressed by the driver or the brake pedal 85 is largely depressed, and the torque commands Tm1 * and Tm2 * change suddenly, or when the engine 22 is cranked by the motor MG1, the adjustment torques Tα1 and Tα2 Is set to a relatively large value, and the torque commands Tm1 * and Tm2 * are greatly adjusted in step S220. As the torque for suppressing torque pulsation generated when cranking the engine 22, the relationship between the torque pulsation generated when cranking the engine 22 and the crank angle of the engine 22 is experimentally determined, and the obtained torque The relationship between the damping torque and the crank angle is stored in advance in the ROM as a map with the torque in the opposite phase to the pulsation as the damping torque, and when the crank angle is given, the corresponding damping torque is derived from the map. Can be set. For example, the crank angle detected by a crank angle sensor attached to the crankshaft 26 of the engine 22 can be used as the crank angle.

  When the motor control is thus performed, the phase currents Iu1, Iv1 applied to the rotation angles θm1, θm2 of the rotors of the motors MG1, MG2 from the rotation angle detection sensors 43, 44 and the motors MG1, MG2 from the current sensors 45, 46, respectively. , Iu2, Iv2 (step S240), and the adjusted torque commands Tm1 *, Tm2 * are transmitted to the hybrid electronic control unit 70 together with the input rotation angles θm1, θm2 and phase currents Iu1, Iv1, Iu2, Iv2. (Step S250), and this routine ends. The above is the process of the motor control routine.

  Return to the drive control routine. When the torque commands Tm1 *, Tm2 *, the rotation angles θm1, θm2, and the phase currents Iu1, Iv1, Iu2, Iv2 after adjustment of the motors MG1, MG2 transmitted from the motor ECU 40 by the processing of the motor control routine are received (step S150). ), An abnormality determination process for determining an abnormality relating to the motors MG1, MG2 based on the received adjusted torque commands Tm1 *, Tm2 *, rotation angles θm1, θm2, and phase currents Iu1, Iv1, Iu2, Iv2 ( Step S160), this routine is finished. FIG. 5 is a flowchart illustrating an example of the abnormality determination process.

  In the abnormality determination process, first, actual torques Tm1, Tm2 of the motors MG1, MG2 are calculated based on the received rotation angles θm1, θm2 of the motors MG1, MG2 and phase currents Iu1, Iv1, Iu2, Iv2 (step S300). . Specifically, the actual torques Tm1 and Tm2 are calculated based on the rotation angles θm1 and θm2 and the pole pair number p, and flow into the U phase, V phase, and W phase of the three-phase coils of the motors MG1 and MG2. The phase currents Iu1, Iv1, Iu2, and Iv2 are coordinate-converted into d-axis and q-axis currents Id1, Iq1, Id2, and Iq2 with the sum of the phase currents Iu, Iv, and Iw as 0 (three-phase to two-phase conversion), This can be done by estimating the torques Tm1, Tm2 output from the motors MG1, MG2 based on the d-axis and q-axis currents Id1, Iq1, Id2, Iq2 that have undergone coordinate conversion.

  When the actual torques Tm1 and Tm2 are thus calculated, the deviations ΔTm1 (= | Tm1 * −Tm1 |) and ΔTm2 (= | Tm2 *) between the calculated actual torques Tm1 and Tm2 and the input torque commands Tm1 * and Tm2 * after adjustment. -Tm2 |) is calculated (step S310), the calculated deviation ΔTm1 is compared with the threshold T1, and the deviation ΔTm2 is compared with the threshold T2 (step S320). Here, the threshold values T1 and T2 are for determining whether the motors MG1 and MG2 are normally controlled according to the torque commands Tm1 * and Tm2 *. If it is determined that deviation ΔTm1 is less than threshold value T1 and deviation ΔTm2 is less than threshold value T2, it is determined that both motors MG1 and MG2 are normally controlled (step S330), and this routine is terminated. If the deviation ΔTm1 is determined to be greater than or equal to the threshold T1, or the deviation ΔTm2 is determined to be greater than or equal to the threshold T2, it is determined that some abnormality relating to the motor MG1 or the motor MG2 has occurred (step S340), and this routine is terminated. To do.

  According to the hybrid vehicle 20 of the embodiment described above, the hybrid electronic control unit 70 sets the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and transmits the set torque commands Tm1 *, Tm2 * to the motor ECU 40. The motor ECU 40 adjusts the received torque commands Tm1 * and Tm2 * with the adjustment torques Tα1 and Tα2, and controls the motors MG1 and MG2 based on the adjusted torque commands Tm1 * and Tm2 *. Torque commands Tm1 *, Tm2 * are transmitted to the hybrid electronic control unit 70, and the motor MG1, based on the torque commands Tm1 *, Tm2 * and the actual torques Tm1, Tm2 adjusted on the hybrid electronic control unit 70 side. Since the abnormality related to MG2 is judged, electronic control for hybrid Even if the motors MG1 and MG2 are controlled by the torque commands Tm1 * and Tm2 * different from the torque commands Tm1 * and Tm2 * set on the control unit 70 side, the motors MG1 and MG2 are controlled on the hybrid electronic control unit 70 side. It is possible to suppress misjudgment regarding an abnormality relating to the above.

  In the hybrid vehicle 20 of the embodiment, the rotation angles θm1, θm2 from the rotation angle detection sensors 43, 44 and the phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45, 46 are input by the motor ECU 40 and rotated from the motor ECU 40. The angles θm1, θm2 and the phase currents Iu1, Iv1, Iu2, Iv2 are transmitted to the hybrid electronic control unit 70, but the rotation angles θm1, θm2 from the rotation angle detection sensors 43, 44 and the current sensors 45, 46 are used. The phase currents Iu1, Iv1, Iu2, and Iv2 may be directly input to the hybrid electronic control unit 70.

  In the hybrid vehicle 20 of the embodiment, the phase currents Iu1, Iv1, Iu2, and Iv2 are coordinate-converted to the d-axis and q-axis currents Id1, Iq1, Id2, and Iq2 using electrical angles (three-phase to two-phase conversion). The actual torques Tm1 and Tm2 of the motors MG1 and MG2 are obtained on the basis of the coordinate-converted d-axis and q-axis currents Id1, Iq1, Id2, and Iq2, but the phase currents Iu1, Iv1, and Iu2 are not converted. , Iv2 and the electrical angle may be used to directly determine the actual torques Tm1, Tm2 of the motors MG1, MG2.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In addition, the present invention is not limited to those applied to such hybrid vehicles, and may be any vehicle as long as it has a motor that outputs driving power and performs a drive command for the motor and drive control of the motor by different control units. It is also possible to adopt a form of a drive device mounted on a moving body such as a vehicle, a ship, or an aircraft other than the above, or a form of a drive device incorporated in non-moving equipment such as construction equipment. Furthermore, it is good also as a form of the control method of such a drive device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention can be used in the manufacturing industry of driving devices and automobiles.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the drive device which is one Example of this invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 3 is a flowchart showing an example of a motor control routine executed by a motor ECU 40. 5 is a flowchart showing an example of an abnormality determination routine executed by a hybrid electronic control unit 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation angle detection sensor, 45, 46 current sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery) ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch H, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 to rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (7)

A driving device including an electric motor capable of outputting driving power,
Main control means for creating a torque command as torque to be output from the electric motor;
Drive control means for receiving the created torque command by communication from the main control means, performing a predetermined adjustment on the received torque command, and drivingly controlling the electric motor based on the adjusted torque command; ,
Torque detecting means for detecting torque output from the electric motor;
With
The main control means is means for receiving the adjusted torque command by communication from the drive control means and determining an abnormality of the drive device based on the received torque command and the detected torque. apparatus.   2. The drive device according to claim 1, wherein the drive control means is a means for inputting the torque detected by the torque detection means and transmitting the input torque together with the adjusted torque command to the main control means.   3. The driving device according to claim 1, wherein the main control unit is a unit that determines an abnormality of the driving device based on a comparison between a deviation between the adjusted torque command and the detected torque and a predetermined value. 4. . The drive device according to any one of claims 1 to 3,
An internal combustion engine;
Three shafts connected to three shafts of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine, and for inputting / outputting power to the remaining one shaft based on power input / output to / from any two of the three shafts Power input / output means,
A rotating shaft motor capable of inputting and outputting power to the rotating shaft;
A drive device comprising: a drive shaft motor capable of inputting and outputting power to the drive shaft. The drive device according to any one of claims 1 to 3,
An internal combustion engine;
A first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft; and the first rotor and the second rotor by electromagnetic action; A counter-rotor motor that relatively rotates
A drive device comprising: a drive shaft motor capable of inputting and outputting power to the drive shaft.   An automobile equipped with the drive device according to claim 1. Control means for controlling the electric motor having a plurality of control units including an electric motor capable of outputting driving power, a first control unit and a second control unit capable of inputting torque output from the electric motor A method of controlling a drive device comprising:
The first control unit creates a torque command as torque to be output from the electric motor,
The second control unit receives the torque command generated by the first control unit by communication, performs a predetermined adjustment on the received torque command, and based on the adjusted torque command Drive and control the motor,
Further, the first control unit receives the adjusted torque command and the detected torque from the second control unit through communication, and the received adjusted torque command and the received torque A control method for a drive device that determines an abnormality of the drive device based on the method.

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