JP2009038866A - Drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To put a motor driving control means in such a state that it is executing the break of a gate, according to a command from a main control means, when executing the gate break of an inverter for motor. <P>SOLUTION: When an electronic control unit for a hybrid car, which communicates with a motor ECU and controls the entire system, receives an abnormality occurrence signal from a motor ECU, which controls an inverter for driving a motor, it decides normally that abnormality is occurring in the motor ECU, etc., or sends a command to break the gate of the inverter to the motor ECU (S220) when a specified time passes (S200 and S210) while it is not decided that abnormality is occurring in the motor ECU, etc. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive system, and more particularly, an electric motor that outputs driving power, an electric motor inverter that drives the electric motor, an electric storage unit that can exchange electric power with the electric motor inverter, and an electric motor that controls the electric motor inverter. The present invention relates to a drive system including control means and main control means capable of communicating with the motor control means and controlling the entire system.

Conventionally, as this type of drive system, a system that is mounted on a vehicle and includes a motor, an inverter that drives the motor, and a vehicle controller and a motor controller that have a memory for writing data received from the other party has been proposed. (For example, refer to Patent Document 1). In this drive system, both controllers monitor their own memories. As a result of monitoring, the controller that determines that no data is received from the other party performs gate shut-off to the inverter.
Japanese Patent Laid-Open No. 5-122801

  By the way, in the above drive system, when an abnormality occurs in the motor controller or the like, the motor controller transmits the abnormality to the vehicle controller in order to shut off the inverter gate as quickly as possible. Some inverters perform gate shut-off before receiving a shut-off command. In such a drive system, it may be desired that the motor controller is in a state where the gate of the inverter is shut off in accordance with a command from the vehicle controller due to the control of the entire drive system.

  The main purpose of the drive system of the present invention is to bring the motor control means into a state where it is executed in accordance with a command from the main control means when executing the gate cutoff of the inverter for the motor.

  The drive system of the present invention employs the following means in order to achieve the main object described above.

The drive system of the present invention includes:
An electric motor that outputs driving power, an electric motor inverter that drives the electric motor, an electric storage device that can exchange electric power with the electric motor inverter, an electric motor control unit that controls the electric motor inverter, and the electric motor control unit And a main control means for controlling the entire system, and a drive system comprising:
When the main control means does not instruct the motor control means to shut off the gate of the inverter for the motor, and when the gate shut-off of the inverter for the motor is executed by the motor control means, the inverter for the motor Is a means for instructing the motor control means to shut off the gate,
This is the gist.

  In the drive system according to the present invention, the main control means does not instruct the motor control means to shut off the gate of the motor inverter that drives the motor, and the motor control means executes the gate shut-off of the motor inverter. If it is, the motor control means is instructed to shut off the gate of the motor inverter. Thereby, in the motor control means, when the gate of the inverter for the motor is shut off before receiving the instruction for shutting off the gate of the motor inverter from the main control means, the gate is shut off according to the instruction from the main control means. It can be in the state.

  In such a drive system of the present invention, the main control means causes an abnormality in an electric drive system including the electric motor, the electric motor inverter, and the electric motor control means, and the electric motor control means causes the gate of the electric motor inverter to be shut off. When being executed, it may be a means for instructing the electric motor control means to shut off the gate of the electric motor inverter when the abnormality of the electric drive system is determined. In this aspect of the drive system of the present invention, the main control means detects an abnormality in the electric drive system when an abnormality occurs in the electric drive system and the electric motor control means performs gate shutoff of the inverter for the motor. Even if it is not possible to determine, the motor control means may be instructed to shut off the gate of the motor inverter when a predetermined time has elapsed. In this way, even when the main control means cannot determine the abnormality of the electric drive system, it is possible to instruct the motor control means to shut off the gate of the motor inverter. In this case, power supply means for supplying power to the main control means is provided, and the main control means is configured such that when the voltage of the power supply means reaches less than a predetermined voltage before the abnormality of the electric drive system is determined. It may be a means for instructing the electric motor control means to shut off the gate of the electric motor inverter when the predetermined time has elapsed since the abnormality of the electric drive system cannot be determined.

  The drive system according to the present invention further comprises notification means for notifying a driver of predetermined information, wherein the main control means instructs to shut off the gate of the motor inverter and shuts off the gate of the motor inverter. It is also possible to be means for controlling the notifying means so that the information regarding is notified. By so doing, it is possible to notify the driver of information relating to the gate interruption of the inverter for the motor. Here, the “notification means” includes a warning light and the like.

  Furthermore, in the drive system of the present invention, an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to the rotating shaft of the electric motor, an output shaft of the internal combustion engine, and a rotating shaft of the generator Three-axis power input / output means connected to three shafts for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts, and a generator for driving the generator And the power storage means is means capable of exchanging electric power with the generator inverter in addition to the motor inverter, and the main control means is the generator inverter and the motor inverter. When the motor control means is not instructing the motor control means to shut off the generator inverter and the motor inverter. The gate shutdown of the inverter power machine inverter and the motor is a means for instructing said motor control means may be a thing.

  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 a configuration of a hybrid vehicle 20 equipped with a drive system 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 that controls the entire drive system and an auxiliary battery 90 as a power source for supplying power to the hybrid electronic control unit 70 and the like are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  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.

  The motor MG1 and the motor MG2 are both configured as well-known 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. 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 is configured as a microprocessor centered on the CPU 40a, and includes a ROM 40b for storing a processing program, a RAM 40c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 40a. . The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The auxiliary battery 90 is connected to a power line 54 that connects the inverters 41 and 42 and the battery 50 via a DC / DC converter 92 that converts the voltage, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the hybrid electronic control unit. 70, power is supplied to an auxiliary machine (not shown). The DC / DC converter 92 is driven and controlled by the hybrid electronic control unit 70.

  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. The hybrid electronic control unit 70 outputs a lighting signal to the warning lamp 89 and the like. 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 the 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 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 so as 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 an abnormality that makes it impossible to control the motors MG1 and MG2 occurs in the motor ECU 40 will be described. FIG. 2 is a flowchart illustrating an example of an abnormality occurrence motor control routine executed by the motor ECU 40 of the embodiment. This routine is executed when an abnormality occurs in motor ECU 40 that makes it impossible to control motors MG1 and MG2.

  When the abnormality motor control routine is executed, the CPU 40a of the motor ECU 40 first transmits an abnormality occurrence command to the hybrid electronic control unit 70 (step S100), and gates the inverters 41 and 42 (step S110). Then, the value 1 is set to the local gate cutoff flag G1 (step S120). Here, the local gate cutoff flag G1 is set to a value 0 as an initial value, and the value 1 is set when the motor ECU 40 performs gate cutoff of the inverters 41 and 42 before receiving the gate cutoff command from the hybrid electronic control unit 70. Is a flag that is set. As described above, the gate cut-off of the inverters 41 and 42 by the motor ECU 40 before receiving the gate cut-off command from the hybrid electronic control unit 70 is performed when the motor MG1 and the motor MG1 cannot be controlled due to an abnormality in the motor ECU 40. In order to protect the MG2 and the inverters 41 and 42 and to ensure the safety of passengers, it is desirable to gate the inverters 41 and 42 as quickly as possible.

  Subsequently, waiting for reception of a gate cutoff command from the hybrid electronic control unit 70 (step S130), a value 0 is set as an initial value, and along with reception of a gate cutoff command from the hybrid electronic control unit 70. The value 1 is set to the main gate cutoff flag G2 to which the value 1 is set (step S140), the value 0 is set to the local gate cutoff flag G2 (step S150), and the motor control routine at the time of occurrence of abnormality is terminated. . At this time, the gate shutoff of the inverters 41 and 42 is continued. In this way, the state in which the local gate cutoff flag G1 is changed from the value 1 to the state in which the main gate cutoff flag is set to the value 1 is that the inverters 41 and 42 are operated by the motor ECU 40 independently of the command from the hybrid electronic control unit 70. This is not because the gate is shut off, but because the motor ECU 40 wants to make the inverters 41 and 42 gate shut based on a command from the hybrid electronic control unit 70.

  Next, processing executed by the hybrid electronic control unit 70 when an abnormality occurrence command is received from the motor ECU 40 will be described. FIG. 3 is a flowchart showing an example of an abnormality occurrence command reception control routine executed by the hybrid electronic control unit 70. This routine is executed when an abnormality occurrence command is received from the motor ECU 40.

  When the abnormality occurrence command reception control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether or not it may be determined that an abnormality has occurred in the motor ECU 40 (step S200). In this embodiment, this determination is made based on whether or not an abnormality occurrence command is received from the motor ECU 40 for a predetermined time t1 (for example, 200 msec). By the way, in such a vehicle, when the voltage of the auxiliary battery 90 that supplies electric power to the hybrid electronic control unit 70 decreases, it is determined whether or not it may be determined that an abnormality has occurred in the motor ECU 40. You may not be able to do it. In the embodiment, the auxiliary battery 90 having a rated voltage of 12V is used, and the lower limit voltage Vmin at which this determination is possible is determined to be 9.5V. These voltages vary depending on the specifications of the auxiliary battery 90 and the hybrid electronic control unit 70.

  When it is not determined that an abnormality has occurred in the motor ECU 40, it is determined whether or not the predetermined time t2 has elapsed (step S210), and when it is determined that the predetermined time t2 has not elapsed, the process returns to step S200. . Here, the predetermined time t2 is determined as a time longer than the predetermined time t1 as a time required to determine that an abnormality has occurred in the motor ECU 40. For example, 400 msec or the like can be used.

  When it is determined in steps S200 and S210 that it may be determined that an abnormality has occurred in the motor ECU 40 before the predetermined time t2 has elapsed, that is, when it has been determined that the abnormality has occurred in the motor ECU 40, A gate cutoff command for the inverters 41 and 42 is transmitted to the motor ECU 40 (step S220), and a warning lamp 89 is turned on to notify the driver that an abnormality has occurred in the motor ECU 40 (step S230). The control routine at the time of command reception is terminated. The motor ECU 40 that has received the command to shut off the gates of the inverters 41 and 42 sets the value 1 to the main gate shutoff flag G2 as described above. Thereby, in motor ECU40, based on the command from electronic control unit for hybrid 70, it can be in the state where inverters 41 and 42 are intercepted by motor ECU40. Further, by turning on the warning lamp 89 at this time, it is possible to notify the driver of the gate cutoff state of the inverters 41 and 42.

  On the other hand, when the predetermined time t2 has elapsed without being determined that it is possible to determine that an abnormality has occurred in the motor ECU 40 (in the embodiment, before determining that the abnormality has occurred in the motor ECU 40, the auxiliary battery 90 When the voltage reaches less than the lower limit voltage Vmin), it is not determined that an abnormality has occurred in the motor ECU 40, but a gate cutoff command for the inverters 41 and 42 is transmitted to the motor ECU 40 (step S220), and a warning is issued. The lamp 89 is turned on (step S230), and the abnormality generation command reception control routine is terminated. As a result, even when it cannot be determined that an abnormality has occurred in the motor ECU 40 due to a temporary decrease in the voltage of the auxiliary battery 90 or the like, the motor ECU 40 causes the motor ECU 40 to invert the inverter based on a command from the hybrid electronic control unit 70. In this state, the gates 41 and 42 can be shut off.

  According to the hybrid vehicle 20 of the embodiment described above, when an abnormality occurrence command is received from the motor ECU 40 (before receiving the gate cutoff command of the inverters 41 and 42 from the hybrid electronic control unit 70, the motor ECU 40 42) (when the gate is shut off at 42), it is normally determined that an abnormality has occurred in the motor ECU 40, or the inverter is informed when a predetermined time t2 has elapsed without being determined as an abnormality in the motor ECU 40. By transmitting the gate cutoff commands 41 and 42 to the motor ECU 40, the motor ECU 40 can be brought into a state where the gates of the inverters 41 and 42 are being shut down by the gate cutoff command from the hybrid electronic control unit 70. .

  In the hybrid vehicle 20 of the embodiment, in the hybrid electronic control unit 70, when the voltage of the auxiliary battery 90 reaches less than the lower limit voltage Vmin before it is determined that an abnormality has occurred in the motor ECU 40, the motor ECU 40 has an abnormality. In this case, the gate cutoff command of the inverters 41 and 42 is transmitted to the motor ECU 40 after waiting for a predetermined time t2 to elapse, but the voltage of the auxiliary battery 90 reaches less than the lower limit voltage Vmin. Even when it cannot be determined that an abnormality has occurred in the motor ECU 40 due to a reason other than the above, the gate cutoff command for the inverters 41 and 42 may be transmitted to the motor ECU 40 after the predetermined time t2 has elapsed.

  In the hybrid vehicle 20 of the embodiment, the case where an abnormality has occurred in the motor ECU 40 has been described. However, the present invention is not limited to the motor ECU 40, and similarly when the abnormality occurs in the motors MG1, MG2, the inverters 41, 42, etc. 2 may be executed, and the hybrid electronic control unit 70 may execute the abnormality occurrence command reception control routine of FIG.

  In the hybrid vehicle 20 of the embodiment, the warning light 89 is turned on when the hybrid electronic control unit 70 transmits the gate cutoff command of the inverters 41 and 42 to the motor ECU 40. However, an abnormality has occurred in the motor ECU 40. As long as it informs the driver that the vehicle is present, it is not limited to the warning light 89, and a device using voice output may be used. Moreover, it is good also as what does not alert | report to such a driver | operator.

  The hybrid vehicle 20 of the embodiment mainly includes an engine 22, a power distribution and integration mechanism 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, an engine ECU 24, a motor ECU 40, a battery ECU 52, and a hybrid electronic control unit 70. However, the motor 22, the motor MG 1, the inverter 41, and the engine ECU 24 are not provided. For example, an electric motor that outputs driving power, an electric motor inverter that drives the electric motor, and an electric motor inverter can exchange electric power. What is necessary is just the motor vehicle equipped with the drive system provided with the electrical storage means, the motor control means which controls the inverter for motors, and the main control means which can communicate with the motor control means and controls the whole system.

  In addition, the present invention is not limited to those applied to such hybrid vehicles, and the drive system incorporated in a moving body such as a vehicle other than a vehicle, a ship, an aircraft, or a non-moving facility such as a construction facility. It does not matter as the form of the system.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to the “motor”, the inverter 42 corresponds to the “motor inverter”, the battery 50 corresponds to the “power storage unit”, and an abnormality occurrence command is issued when an abnormality occurs in the motor ECU 40 or the like. Is transmitted to the hybrid electronic control unit 70, the inverter 42 is gate-cut off, the local gate cut-off flag G1 is set to a value 1, and then the main control unit 70 waits for a gate cut-off command from the hybrid electronic control unit 70. The motor ECU 40 that executes the abnormality motor control routine of FIG. 2 that sets the gate cutoff flag G2 to the value 1 and sets the local gate cutoff flag G2 to the value 0 corresponds to the “motor control means”. When the generation command is received, it is determined whether an abnormality has occurred in the motor ECU 40 or not. The hybrid electronic control that executes the abnormality occurrence command reception control routine of FIG. 3 that transmits the gate cutoff command of the inverter 42 to the motor ECU 40 when the predetermined time t2 has elapsed without being determined that an abnormality has occurred in the ECU 40 The unit 70 corresponds to “main control means”. The auxiliary battery 90 corresponds to “power supply means”, and the warning lamp 89 corresponds to “notification means”. Further, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the inverter 41 It corresponds to an “inverter”.

  Here, in the drive system of the present invention, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any device that can input and output power to the drive shaft, such as an induction motor. Any type of electric motor may be used. The “motor inverter” is not limited to the inverter 42, and any type of inverter may be used as long as it drives the motor. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with an electric motor such as a capacitor. As the “motor control means”, when an abnormality occurs in the motor ECU 40 or the like, an abnormality occurrence command is transmitted to the hybrid electronic control unit 70, the inverter 42 is gate-cut, and a value 1 is set in the local gate cutoff flag G1. Then, after waiting for the gate cutoff command to be received from the hybrid electronic control unit 70, the value is limited to the motor ECU 40 which sets the value 1 to the main gate cutoff flag G2 and sets the value 0 to the local gate cutoff flag G2. Instead, it may be anything as long as it controls the inverter for the motor. As the “main control means”, when an abnormality occurrence command is received from the motor ECU 40, it is determined that an abnormality has occurred in the motor ECU 40, or a predetermined time t2 has passed without being determined that an abnormality has occurred in the motor ECU 40. It is not limited to the hybrid electronic control unit 70 that sometimes transmits the gate shutoff command of the inverter 42 to the motor ECU 40, and is capable of communicating with the motor control means and controlling the entire system to shut off the gate of the motor inverter. When the motor control means is not instructed and the motor control means is executing the gate shut-off of the motor inverter, as long as it instructs the motor control means to shut off the gate of the motor inverter, any I do not care. The “power supply means” is not limited to the auxiliary battery 90, and any power supply means may be used as long as it supplies power to the main control means. The “notification means” is not limited to the warning lamp 89, and any means may be used as long as it notifies the driver of predetermined information. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. Absent. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts such as the one connected to the shaft or the differential gear, or the like having a different operation from the planetary gear, such as the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The “generator inverter” is not limited to the inverter 41, and any type of inverter may be used as long as it drives the generator. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the drive system manufacturing industry and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the motor control routine at the time of abnormality generation performed by motor ECU40 of an Example. It is a flowchart which shows an example of the control routine at the time of the abnormality generation command reception performed by the electronic control unit for hybrids 70 of an Example.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and 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 rotational position detection 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, 81 shift lever Bar, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Warning light, 90 Auxiliary battery, 92 DC / DC converter, MG1, MG2 motor .

Claims (6)

An electric motor that outputs driving power, an electric motor inverter that drives the electric motor, an electric storage device that can exchange electric power with the electric motor inverter, an electric motor control unit that controls the electric motor inverter, and the electric motor control unit And a main control means for controlling the entire system, and a drive system comprising:
When the main control means does not instruct the motor control means to shut off the gate of the inverter for the motor, and when the gate shut-off of the inverter for the motor is executed by the motor control means, the inverter for the motor Is a means for instructing the motor control means to shut off the gate,
Driving system.   When the electric control system including the electric motor, the electric motor inverter, and the electric motor control means has an abnormality and the electric motor control means performs gate shut-off of the electric motor inverter, the main control means 2. The drive system according to claim 1, wherein said drive system is means for instructing said motor control means to shut off a gate of said motor inverter when an abnormality of the drive system is determined.   The main control means has passed a predetermined time even when an abnormality has occurred in the electric drive system and the electric motor control means has performed gate shut-off of the inverter for the electric motor even when the electric drive system cannot be determined abnormal 3. The drive system according to claim 2, which is means for instructing the motor control means to sometimes shut off the gate of the inverter for the motor. The drive system according to claim 3, wherein
Power supply means for supplying power to the main control means,
The main control means, when the predetermined time has passed, assuming that the abnormality of the electric drive system cannot be determined when the voltage of the power supply means reaches less than a predetermined voltage before determining the abnormality of the electric drive system. Means for instructing the motor control means to shut off the gate of the inverter for the motor;
Driving system. A drive system according to any one of claims 1 to 4,
Informing means for informing the driver of predetermined information,
The main control means is means for controlling the notifying means so as to notify the gate interruption of the inverter for the electric motor and to notify information relating to the gate interruption of the inverter for the electric motor.
Driving system. A drive system according to any one of claims 1 to 5,
An internal combustion engine, a generator capable of inputting / outputting power, a drive shaft to which a rotating shaft of the electric motor is connected, an output shaft of the internal combustion engine, and a rotating shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any of the two shafts, and a generator inverter for driving the generator,
The power storage means is means capable of exchanging electric power with the generator inverter in addition to the motor inverter.
The main control means does not instruct the motor control means to shut off the gates of the generator inverter and the motor inverter, and the motor control means causes the generator inverter and the gate of the motor inverter to A means for instructing the motor control means to shut off the gates of the inverter for the generator and the inverter for the motor when shut-off is being executed,
Driving system.

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