JP2014155407A - Driving device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To extend a distance in which a vehicle can continuously travel by reducing a travel resistance associated with co-rotation of one motor and improving energy efficiency of the other motor.SOLUTION: When at least one of an instruction signal Hi and an HSDN signal (instruction signal Hi) sent from a hybrid control unit 8 is inputted to a second OR gate 34 through which a second inverter 24 is connected to an MGR control computer 25 of a rear-wheel control unit 2, a gate blockage signal SDNR is outputted through a three-input OR gate 30. When the gate blockage signal SDNR or a gate blockage signal of the MGR control computer 25 is inputted to the second OR gate 34, gate blockage of the second inverter 24 is carried out.

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that drives front and rear wheels by a front wheel motor and a rear wheel motor.

  Japanese Patent Laying-Open No. 2004-222413 (Patent Document 1) discloses a configuration of a four-wheel drive hybrid vehicle. When the road surface condition is in a slip state or when the driving force changeover switch is turned on by the driver, the control unit of this hybrid vehicle drives the rear wheels by supplying power from the rear wheel driving inverter to the rear motor in accordance with a driving command. To do. And when it is not necessary to drive a rear wheel, a control part stops the electric power feeding from the inverter for rear-wheel drive.

  Japanese Patent Laying-Open No. 2011-072171 (Patent Document 2) discloses a configuration that outputs an emergency shut-off command that shuts off the rear-wheel drive inverter in preference to the drive command. If the drive current is detected even after the rear-wheel drive inverter is shut off, it is determined that the shut-off function is abnormal.

  Japanese Patent Laying-Open No. 2004-230955 (Patent Document 3) is configured to disengage the clutch and disconnect the rear wheel from the drive system when an abnormality is recognized in the rear wheel.

JP 2004-222413 A JP 2011-072171 A JP 2004-230955 A

  In the four-wheel drive hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 2004-222413 (Patent Document 1), when the rear-wheel drive rear motor behaves differently from the normal, the control unit of the rear-wheel drive inverter A detection signal is sent to an upper control unit such as a hybrid system control unit that controls the operation of the entire drive system, and power supply to the rear motor is stopped.

  However, if there is a failure or communication abnormality in the control unit of the rear-wheel drive inverter driving the rear motor, there is a possibility that the power supplied to the rear motor cannot be controlled using the control unit. There are cases where power supply cannot be stopped reliably.

  In such a state, it may be unclear which part including the communication line is faulty. Even if an instruction signal for stopping power supply from the host control unit to the rear-wheel drive inverter is sent to a communication line or control unit that is not known to be operating normally, power supply to the rear motor is not stopped reliably. there is a possibility. In addition, since it is impossible to grasp the actual behavior of the rear motor, it is not possible to confirm whether the power feeding can be stopped reliably.

  When the rear motor behaves differently from the normal state as described above, it is preferable to stop power supply to all the motors that drive the front and rear wheels by performing Ready-OFF control of the entire power supply system. However, on the other hand, there is a demand to drive only the front motor that is considered not to have failed before traveling becomes impossible to perform retreat traveling.

  If only the front wheels are retracted using the front motor while leaving the rear motor in a state where it cannot be guaranteed that the power supply path has been reliably disconnected, the rear motor connected to the rear wheels will be accompanied by rotational resistance. However, back electromotive force is generated. The rotation resistance of the rear motor becomes a running resistance, and there is a problem that the cruising distance of the evacuation running is reduced.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive device that can extend the distance that can be continuously traveled by reducing the running resistance accompanying the rotation of one motor and improving the energy efficiency of the other motor. It is.

  In summary, the vehicle drive device includes a first motor drive unit that drives a front wheel drive motor, a second motor drive unit that drives a rear wheel drive motor, and first and second motor drives. A control unit that controls the control unit, a first gate that connects the first motor drive unit to the control unit, and a second gate that connects the second motor drive unit to the control unit.

  The control unit is disposed separately from the first control unit connected to the first motor driving unit via the first gate, and the first control unit, and the second motor driving unit and the second motor driving unit And a second control unit connected via the gate.

  At least one of the front-wheel drive motor and the rear-wheel drive motor is an induction motor, and an abnormality in one of the first and second control units that controls the induction motor is detected by the other control unit. Is detected, the other control unit shuts off the gate connecting the motor drive unit to the one control unit among the first gate and the second gate.

Preferably, the rear wheel drive motor is constituted by an induction motor.
More preferably, the front wheel drive motor is constituted by an induction motor.

  More preferably, the control unit further includes a hybrid control unit, and when the hybrid control unit detects an abnormality in one control unit with the other control unit, the gate connected to the one control unit that has detected the abnormality. Shut off.

  According to the present invention, when the abnormality of one control unit is detected by the other control unit, the other control unit gates the one motor drive unit.

  The drive motor of one of the motor drive units that is shut off from the gate is cut off from the power supply path due to gate shut-off, and cannot be electrically connected. For this reason, even if one of the drive motors is rotated by rotation, no counter electromotive force is generated, and there is no rotation resistance that is caused by the generation of the counter electromotive force. Further, since the drive motor is an induction motor, there is no rotational resistance caused by cogging torque.

  Therefore, it is possible to reduce the running resistance associated with the rotation of one drive motor, and to efficiently use the rotational drive force of the other drive motor as the drive force of the vehicle. Long distances can be extended.

1 is a block diagram illustrating a configuration of a vehicle according to a first embodiment. It is a block diagram for demonstrating arrangement | positioning in the vehicle shown in FIG. It is a circuit diagram which shows typically the wiring route inside PCU with the vehicle shown in FIG. It is a block diagram which shows the whole structure of the vehicle shown as a comparative example.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

FIG. 1 is a block diagram showing a configuration of a vehicle 100 according to an embodiment of the present invention.
Referring to FIG. 1, vehicle 100 is a hybrid vehicle, and a drive device includes system main relay SMR, front power control unit (Fr-PCU: hereinafter referred to as front wheel control unit) 1, rear power control. A unit (Rr-PCU: hereinafter referred to as a rear wheel control unit) 2, a high-voltage battery 4 that can be used as a secondary battery such as a nickel metal hydride battery or a lithium ion battery, a fuel cell, and an HV (hybrid) control computer ( (HV-ECU: hereinafter referred to as hybrid control unit) 8, front wheel drive motor unit MGF provided with first motor generator MG1 and second motor generator MG2, driving force from front wheel drive motor unit MGF and engine ENG Transaxle TA for driving force to be coordinated by power split mechanism PG and front wheels It comprises a F, a rear wheel WR, and a wheel drive motor MGR after linking the rotary shaft to the rear wheel WR.

  Front wheel control unit 1 includes a first motor drive connected to boost converter 12, front motor generator control unit 16, inverter 20 of first motor generator MG1, and second motor generator MG2 mainly driving front wheel WF. And a first inverter 22 corresponding to the section.

  Boost converter 12 boosts the voltage across terminals of high voltage battery 4 sent via system main relay SMR and supplies the boosted voltage to inverter 20 or first inverter 22.

  Front motor generator control unit 16 includes an MG1 control computer 21 that controls first motor generator MG1 and an MG2 control computer 23 that controls second motor generator MG2.

  The front motor generator control unit 16 is connected to the hybrid control unit 8, and is connected to the MGR control computer 25 of the rear wheel control unit 2 using a communication line 41.

  Inverter 20 converts DC voltage VH applied from boost converter 12 into a three-phase AC and outputs the same to first motor generator MG1. Boost converter 12 includes, for example, a reactor, an IGBT element, and a diode. Inverter 20 receives DC voltage VH boosted from boost converter 12, and drives first motor generator MG1 to start engine ENG, for example. Inverter 20 can return the electric power generated by first motor generator MG1 to mechanical booster 12 by mechanical power transmitted from engine ENG.

  Boost converter 12 is controlled by front motor generator controller 16 so as to operate also as a step-down circuit. Inverter 20 includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel between the power supply line and the ground line. Each phase arm of inverter 20 includes two IGBT elements connected in series between a power supply line and a ground line, and two diodes respectively connected in parallel with the two IGBT elements.

  The first motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of the three coils of the U, V, and W phases is connected to the midpoint. The other end of each phase coil is connected to the arm of the corresponding phase of inverter 20.

  The first inverter 22 is connected to the boost converter 12 in parallel with the inverter 20 and connected to the second motor generator MG2 corresponding to the front wheel drive motor so as to be able to supply power. First inverter 22 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to second motor generator MG2. The first inverter 22 can return the electric power generated in the second motor generator MG2 to the boost converter 12 in accordance with the regenerative braking. When the electric power generated by the first motor generator MG1 and the second motor generator MG2 is returned, the boost converter 12 is controlled by the front motor generator control unit 16 so as to operate as a step-down circuit.

  Since the configuration of first inverter 22 is the same as that of inverter 20, description thereof will not be repeated. Second motor generator MG2 is a three-phase permanent magnet synchronous motor, and one end of each of the three coils of U, V, and W phases is connected to the middle point. The other end of each phase coil is connected to a corresponding phase arm of the first inverter 22.

  The power split mechanism PG of the transaxle TA is a mechanism that couples the second motor generator MG2, the first motor generator MG1, or the engine ENG constituting the front wheel drive motor unit MGF and splits the power between them. For example, a planetary gear mechanism having three rotating shafts such as a sun gear, a planetary carrier, and a ring gear can be used as the power split mechanism. These three rotary shafts are connected to the rotary shafts of first and second motor generators MG1 and MG2, respectively.

  In addition, the rotation shaft of the rear wheel drive motor MGR is connected to the rear wheel WR so as to be able to rotate through a reduction gear and a differential gear (not shown). The rear wheel drive motor MGR is configured by an induction motor. Since the induction motor is configured without using a permanent magnet, it does not generate cogging torque accompanying rotation. In addition, the induction motor is configured to be rotatable in a state where there is almost no rotational resistance without generating a back electromotive force even when the vehicle is driven with the rear wheel WR when the power supply path is cut off. Has been.

  The rear wheel control unit 2 is provided with an MGR control computer 25 that outputs a drive signal to the second inverter 24 that drives the rear wheel drive motor MGR. The MGR control computer 25 is connected by a communication line 41 so as to cooperate with other MG2 control computers 23 and the like. The MGR control computer 25 adjusts and outputs the power supply voltage transmitted from the high voltage battery 4 via the power cable 28 according to the drive signal applied to the second inverter 24. By changing the rotational speed of the rear wheel drive motor MGR based on this output, the rotational drive force used to travel the vehicle 100 can be applied to the rear wheel WR in the same manner as the front wheel WF.

  FIG. 2 is a view for explaining the arrangement in the vehicle shown in FIG. In FIG. 2, a simplified schematic diagram is shown by omitting a part of the configuration for easy understanding.

  Referring to FIG. 2, a second motor generator MG2 that rotationally drives front wheels WF as front wheel drive motor unit MGF at a front portion of vehicle 100 (such as an engine room near front wheels WF), and front wheel control for second motor generator MG2 Part 1 is arranged.

  A rear wheel drive motor MGR that drives the rear wheel WR as a rear motor, a rear wheel control unit 2 for the rear wheel drive motor MGR, and a high pressure are provided at the rear of the vehicle 100 (such as a luggage compartment near the rear wheel WR and under the rear seat). A battery 4 is arranged. The battery pack BP in which the high voltage battery 4 is housed incorporates a battery ECU 38 that monitors the high voltage battery 4.

  The high voltage battery 4 and the rear wheel control unit 2 are connected by a power cable 28. The rear wheel control unit 2 and the front wheel control unit 1 are connected by a power cable 40. In the example of FIG. 2, the voltage of the high voltage battery 4 is supplied to the front wheel control unit 1 via the rear wheel control unit 2, but the power cable 40 is directly connected to the high voltage battery 4 and the front wheel control unit 1 is connected. You may make it supply the voltage of the high voltage battery 4 directly.

  The rear wheel control unit 2 controls the second inverter 24 that drives the rear wheel drive motor MGR and the rotational drive of the second inverter 24 by the power supply voltage transmitted from the high voltage battery 4 via the power cable 28. And an MGR control computer 25 (MGR-CPU: second control unit).

  The rear wheel control unit 2 is separated from the front wheel control unit 1 installed at the front of the vehicle so as to provide a predetermined distance in the vehicle front-rear direction, and is installed as a separate body. The front motor generator control unit 16 of the front wheel control unit 1 and the MGR control computer 25 are linked by a communication line 41.

  The rear wheel control unit 2 rotationally drives the rear wheel drive motor MGR by the second inverter 24 in accordance with the drive signal given by the MGR control computer 25. At this time, the power supply voltage transmitted from the high-voltage battery 4 via the power cable 28 is adjusted by the second inverter 24 and becomes an output for varying the rotation speed. The MGR control computer 25 performs an operation based on the driving state of the front wheel control unit 1 and the instruction signal sent through the communication line 41, and adjusts the output of the second inverter 24. Thereby, the same rotational driving force as that of the front wheel WF is given to the rear wheel WR connected from the rear wheel driving motor MGR.

  The front motor generator control unit 16 is connected to the hybrid control unit 8. The hybrid control unit 8 is configured as an upper control unit for the front wheel control unit 1 and the rear wheel control unit 2, and controls the front wheel control unit 1 and the rear wheel control unit 2. The arrangement position of the hybrid control unit 8 is not particularly limited, and may be arranged at the front part or the rear part of the vehicle 100.

  Specifically, the front motor generator control unit 16 instructs the inverter 20 to convert the DC voltage that is the output of the boost converter 12 into an AC voltage for driving the first motor generator MG1, and the first motor generator MG1. A regenerative instruction for converting the AC voltage generated in step 1 into a DC voltage and returning it to the boost converter 12 side is output.

  Similarly, the front motor generator control unit 16 instructs the first inverter 22 to convert the DC voltage into an AC voltage for driving the second motor generator MG2, and the AC generated by the second motor generator MG2. A regeneration instruction for converting the voltage into a DC voltage and returning it to the boost converter 12 side is output. At this time, the power supply voltage transmitted from the high voltage battery 4 via the power cables 40 and 28 is adjusted to vary the rotation speed of the second motor generator MG2. For example, the second motor generator MG2 can be driven to rotate from the first inverter 22 to the front wheel WF even when power is not supplied to the rear wheel drive motor MGR that rotates the rear wheel WR. For this reason, the vehicle 100 can travel using only the second motor generator MG2 of the front wheel WF while the rear wheel WR is rotatable.

  FIG. 3 is a circuit diagram illustrating an outline of a wiring path inside the control unit in vehicle 100 shown in FIG. For ease of understanding, the part described in FIGS. 1 and 2 is simplified and shown mainly in the main part, and the description will not be repeated.

  A three-input OR gate that has three inputs and outputs a gate cutoff signal SDNR from the output side when a Hi signal that is at least one of the instruction signals is input from the input side in the front wheel control unit 1 of the control unit. 30 and a first OR gate 32 whose output side is connected to the first inverter 22 are provided.

  A second OR gate 34 that connects the output side to the second inverter 24 is provided inside the rear wheel control unit 2 of the control unit. Then, when a failure or communication abnormality in the rear wheel control unit 2 of the rear wheel drive motor MGR is detected by the front wheel control unit 1, the front wheel control unit 1 sends a gate cutoff signal SDNR to the second OR gate 34. Output. The second OR gate 34 is configured to shut off the gate of the second inverter 24 when either one of the signal indicating the shutoff from the MGR control computer 25 or the gate shutoff signal SDNR is input, and the power supply path is Disconnected. As a result, the rear wheel drive motor MGR is turned off by cutting off any power supply path.

  And even if it carries out the driving | running | working which carries out rotation driving of the front wheels WF, such as the retreating driving | running | working of the vehicle 100, a back electromotive force by the accompanying rotation of the rear wheel WR is not generated, but rotation resistance hardly arises.

  In this manner, the gate cutoff signal SDNR is output from the second OR gate 34, whereby the power supply to the high voltage battery 4 is shut off. When electrical conduction is lost due to power interruption, the rear wheel drive motor MGR made of an induction motor does not generate back electromotive force. Further, the rear wheel drive motor MGR is composed of an induction motor that does not use a permanent magnet. For this reason, when the motor shaft is rotated, rotation resistance such as cogging torque does not occur, and the rear wheel WR can perform smooth rolling.

  The hybrid control unit 8 connects a signal line that can output and transmit the HSDN signal to the input side of the three-input OR gate. When an abnormality is detected from the rear wheel control unit 2 corresponding to the rear wheel drive motor MGR that drives the rear wheel WR, the hybrid control unit 8 outputs an HSDN signal, and from the three-input OR gate 30, the rear wheel control unit The gate cutoff signal SDNR for performing the gate cutoff of 2 can be output to cut the power path.

  For this reason, even when the signal indicating the cutoff or the gate cutoff signal SDNR from the MGR control computer 25 is not output, the hybrid controller 8 can similarly perform the gate cutoff of the second inverter 24. For this reason, operational reliability can be further improved.

  Next, the connection relationship of the first OR gate 32, the second OR gate 34, or the three-input OR gate 30 in the front wheel control unit 1 and the rear wheel control unit 2 will be described. Among these, the input side of the three-input OR gate 30 is connected to the hybrid control unit 8 so that the HSDN signal can be input. Also, two output lines are connected from the 2MG-CPU 23 to the input side of the three-input OR gate 30 so that the instruction signal Hi or Lo from each line can be input.

  Further, the input side of the first OR gate 32 is connected to the hybrid control unit 8 so that the HSDN signal can be input, and an output line from the 2MG-CPU 23 is connected to the instruction signal Hi from each line. (Gate cut-off signal SDNR) or instruction signal Lo is wired to be input.

  Further, the output line of the three-input OR gate 30 is connected to the input side of the second OR gate 34 so that the SDNR signal can be input, and the output line from the MGR-CPU 25 is connected to each line. The instruction signal Hi or Lo is wired so as to be input.

  A gate disconnection signal for electrically disconnecting the rear wheel drive motor MGR from the high voltage battery 4 is supplied from the output side to the second one by inputting any one instruction signal Hi to the input side of the second OR gate 34. To the inverter 24.

  In this vehicle 100, an SDNR signal from the output side of the three-input OR gate 30 located in the front wheel control unit 1 is input, or an instruction from the output line of the MGR-CPU 25 provided in the rear wheel control unit 2 When at least one of the signals Hi is input, a gate cutoff signal can be output from the second OR gate 34 to the second inverter 24.

  3 will be described in accordance with the signal flow of FIG. 3. First, the HSDN signal is input from the hybrid control unit 8 to the input side of the three-input OR gate 30 or the front wheel control unit 1 performs the front operation. When the 2MG-CPU 23 of the motor generator control unit 16 outputs the instruction signal Hi from at least one of the two lines, the SDNR signal is output from the output side of the three-input OR gate 30.

  When this SDNR signal is input to the second OR gate 34, an instruction signal Hi is output from the output side. This instruction signal Hi is input to the second inverter 24 as a gate cutoff signal.

  The second inverter 24 to which the gate shut-off signal is input is gate shut off, the electrical connection of the rear wheel drive motor MGR is cut off, and power cannot be conducted.

  In the control unit of the vehicle 100, when the SDNR signal from the MGR-CPU 25 in the rear wheel control unit 2 is input to the input side of the second OR gate 34, the SDNR signal is output from the output side of the three-input OR gate 30. The instruction signal Hi is output from the output side of the second OR gate 34 regardless of the output.

  Similarly, regardless of whether or not a gate cutoff signal is output from the MGR-CPU 25 in the rear wheel control unit 2, the gate cutoff signal SDNR is input from the output side of the three-input OR gate 30 to the input side of the second OR gate 34. The gate cutoff signal SDNR is output from the second OR gate 34 even if the signal is input to.

  Next, when the MGR-CPU 25 in the rear wheel control unit 2 is out of order or a communication abnormality including a failure such as disconnection of the communication line 41 occurs, the input of the second OR gate 34 from the MGR-CPU 25 A case where the instruction signal Hi serving as the SDNR signal cannot be transmitted to the side will be described (see the white x mark portion in FIG. 3).

  In such a case, when the front wheel control unit 1 detects an abnormality, the 2MG-CPU 23 of the front motor generator control unit 16 outputs an instruction signal Hi. When at least one of the instruction signals Hi is input to the input side of the three-input OR gate 30, an SDNR signal is output from the output side of the three-input OR gate 30. In this embodiment, the hybrid controller 8 is connected to the input side of the three-input OR gate 30 via a signal line. Therefore, when the HSDN signal is input to the input side of the three-input OR gate 30 from the hybrid control unit 8 that has detected an abnormality, the SDNR signal is output from the output side of the three-input OR gate 30 in the same manner.

  The second inverter 24 is cut off by the second OR gate 34 to which the SDNR signal is input, and the electrical connection to the rear wheel drive motor MGR is cut off.

  Further, in a state where the MGR-CPU 25 in the rear wheel control unit 2 is out of order, the MGR-CPU 25 may not be able to output the SDNR signal. Even in such a case, it is considered that the possibility that the front motor generator control unit 16 separated from the MGR-CPU 25 is broken is low. For this reason, when the instruction signal Hi output from the MG2 control computer 23 is input to the input side of the three-input OR gate 30, an SDNR signal is output from the output side of the three-input OR gate 30, and the second OR gate 34 The gate can be shut off.

  Furthermore, since the hybrid control unit 8 is configured separately, the possibility that the hybrid control unit 8 will fail is similarly reduced. For this reason, the HSDN signal output from the hybrid control unit 8 becomes an SDNR signal output from the output side of the three-input OR gate 30, and the gate cut-off by the second OR gate 34 can be performed reliably.

  As described above, a communication abnormality including a failure such as disconnection of the communication line 41 occurs, and the SDNR signal from the MGR-CPU 25 in the rear wheel control unit 2 can surely perform the gate interruption, or the gate interruption is performed. The situation may not be grasped. Even when the behavior of the rear wheel drive motor MGR is unknown, the rear wheel control unit 2 is provided separately from the front wheel control unit 1 disposed at the front of the vehicle and separated from the rear of the vehicle. The SDNR signal can be output to the second OR gate 34, and the operation reliability of the gate cutoff by the second OR gate 34 can be improved.

  In addition, the hybrid control unit 8 connects a signal line that can output and transmit an HSDN signal to the input side of the three-input OR gate 30. Therefore, when an abnormality is detected from the rear wheel control unit 2 corresponding to the rear wheel drive motor MGR that drives the rear wheel WR, the hybrid control unit 8 outputs an HSDN signal to the input side of the three-input OR gate 30. Then, the SDNR signal for blocking the gate of the rear wheel control unit 2 is sent from the three-input OR gate 30. Thereby, the rear-wheel drive motor MGR can be freely rotated. At this time, it is also possible to output the HSDN signal to the first OR gate 32 in the same manner and simultaneously shut off the gate of the front wheel control unit 1. Thereby, even if the failure of the MG2 control computer 23 has occurred, not only the second inverter 24 but also the first inverter 22 can be gate-blocked.

  Therefore, even when the front motor generator control unit 16 of the front wheel control unit 1 that controls the second motor generator MG2 and the first inverter has a failure or a communication abnormality, and the power supply to the front wheel WF is cut off, The operation reliability can be improved.

FIG. 4 is a block diagram showing an overall configuration of a vehicle shown as a comparative example.
Referring to FIG. 4, vehicle 200 includes front wheel drive motors 101 and 102 that drive front wheels WF and a rear wheel drive motor 103 that drives rear wheels WR as drive devices.

  The control unit 300 is provided with a first motor driving device 201 that drives the front wheel driving motor 101 and a second motor driving device 202 that drives the front wheel driving motor 102. Further, the control unit 300 is integrally provided with a third motor drive device 203 that drives the rear wheel drive motor 103.

  The third motor drive device 203 includes a rear inverter 303 that rotationally drives the rear wheel drive motor 103 by switching control, and a CPU 403 that performs switching control of the rear inverter 303.

  The vehicle 200 of the comparative example configured as described above includes a CPU 403 that performs switching control of the rear inverter 303 in the same control unit 300 as the first and second motor driving devices 201 and 202 used for driving control of the front wheels WF. A third motor driving device 203 is disposed. The third motor driving device 203 is configured to perform switching control of the rear wheel driving motor 103 by the CPU 403 and to control the rotational driving of the rear wheel driving motor 103 with the electric power output from the rear inverter 303. Yes.

  However, even if an abnormality occurs in the CPU 403 even if it is in the same control unit 300, the rotation drive of the rear wheel drive motor 103 is not detected unless the situation of the third motor drive device 203 is detected using an electric leakage detector or the like. The situation cannot be grasped from the other first motor driving device 201 and the second motor driving device 202.

  The same applies to a case where the CPU 403 that performs switching control of the third motor driving device 203 is included in a higher-level control unit such as the hybrid control unit 8 of the embodiment, and the behavior of the rear wheel WR is unknown. Cannot diagnose from other CPUs. In such a state, if the CPU 403 that controls the switching of the rear inverter 303 is out of order, the rear inverter 303 cannot be shut off via the CPU 403.

  In the state where the rear wheel drive motor 103 is electrically connected, when the rear wheel drive motor 103 generates counter electromotive force when traveling such as retreating is continued, it can freely rotate in the traveling rotation direction. A counter-electromotive torque in the reverse direction is generated, which increases the running resistance.

  For example, a CPU other than the CPU 403 provided in the first motor driving device 201, the second motor driving device 202, or the like does not have a means for detecting an abnormality of the CPU, and does not go through the failed CPU 403. If the gate of the rear inverter 303 of the third motor drive device 203 can be directly cut off, the drive motor is cut off from the power supply circuit and is electrically disconnected. Even if the drive motor rotates with the rear wheel WR, if no back electromotive force is generated, the drive motor can be rotated without increasing the rotation resistance, and the drive resistance can be reduced, and the retraction drive can be performed. The cruising range can be extended.

  Therefore, referring to FIG. 3, the vehicle 100 of the embodiment has a second inverter of the rear wheel drive motor MGR even if the rear wheel control unit 2 is separated from the front wheel control unit 1 and arranged separately. A gate cutoff signal SDNR that gates 24 is output from the MG2 control computer 23 of the front wheel control unit 1 used for rotation control of the second motor generator MG2 of the front wheel WF to the second OR gate 34. Can be made. For this reason, regardless of the operating state of the MGR control computer 25 depending on the presence or absence of a failure, the second inverter 24 can be reliably gated and electrically disconnected.

  In this way, the second OR gate 34 of the rear wheel control unit 2 inputs the gate cutoff signal SDNR transmitted from the MG2 control computer 23 of the front wheel control unit 1 or the hybrid control unit 8 to block the gate. As a result, the rear wheel drive motor MGR can be freely rotated.

  Therefore, even if the abnormal behavior of the rear wheel drive motor MGR is detected by the MGR control computer 25, it cannot be distinguished from those detected by other factors such as an abnormality in the communication line 41, and the front wheel control unit 1 side is normal. Even in a state where it cannot be determined whether or not it is a normal operating state, other control units (CPUs), such as the MG1 control computer 21, the MG2 control computer 23, or the hybrid control unit 8, which are unlikely to be faulty, are determined to be abnormal. Thus, the gate cutoff signal SDNR for performing gate cutoff can be directly output to the second OR gate 34 to stop the power supply to the rear wheel drive motor MGR.

  Further, the rear wheel drive motor MGR whose power supply has been stopped is constituted by an induction motor that does not use a permanent magnet, so that it hardly generates rotational resistance such as cogging torque and does not increase running resistance. As in the embodiment, the rear wheel drive motor MGR configured with an induction motor can easily cut off the power supply path with the high voltage battery 4 in the gate cut-off state and disable electrical continuity. Can be shifted to a freely rotatable state. For this reason, the rear wheel drive motor MGR does not generate back electromotive force due to rotation with the rear wheel WR, and the running resistance does not increase. In addition, a mechanism such as a clutch that mechanically separates the rear wheel WR from the motor drive system is also unnecessary, and an increase in the number of parts can be suppressed, and the entire drive device can be reduced in weight.

  The control unit of the vehicle 100 further includes a hybrid control unit 8. When the hybrid control unit 8 detects an abnormality in one or both of the front wheel control unit 1 and the rear wheel control unit 2, one of the detected abnormality is detected. The first OR gate 32 provided in the front wheel control unit 1 or the second OR gate 34 provided in the rear wheel control unit 2 can be shut off.

  The front wheel drive motor MG2 may be configured by an induction motor in addition to the rear wheel drive motor MGR or independently. For example, when the front wheel drive motor MG2 is constituted by an induction motor, if only the OR gate 32 of one front wheel control unit 1 is cut off, the one front wheel drive motor unit MGF constituted by the induction motor is connected to the front wheel WF in the gate cut-off state. Even with the rotation, the cogging torque and the rotational resistance generated when the counter electromotive force is generated are reduced. For this reason, even if only the rear wheel WR is rotationally driven by the other rear wheel drive motor MGR and the vehicle 100 is continuously driven, the running resistance does not increase and the energy efficiency is similarly good.

  Further, for example, when the vehicle 100 is configured by using the front wheel drive motor MG2 and the rear wheel drive motor MGR as induction motors, the gate is shut off due to a failure of one of the front wheel control unit 1 or the rear wheel control unit 2. Even if the control is performed, the other control unit drives the other front wheel drive motor MG2 or the rear wheel drive motor MGR, so that the vehicle 100 can continue running.

  In addition, the hybrid control unit 8 connects a signal line that can output and transmit an HSDN signal to the input side of the three-input OR gate 30. Therefore, when an abnormality is detected from the rear wheel control unit 2 corresponding to the rear wheel drive motor MGR that drives the rear wheel WR, the hybrid control unit 8 outputs an HSDN signal to the input side of the three-input OR gate 30. Then, the rear wheel drive motor MGR can be rotated by sending an SDNR signal for blocking the gate of the rear wheel control unit 2 from the three-input OR gate 30.

  Furthermore, the possibility of a double failure in which a failure in the rear wheel control unit 2 and a failure such as a GND short circuit occur is extremely low. For this reason, one front wheel control unit 1 or the hybrid control unit 8 outputs a gate cutoff signal SDNR, and the time for performing gate cutoff by the second OR gate 34 is set to a predetermined time in advance. After the elapse of time, the gate block may be released. In this case, it is possible to limit the time during which the vehicle is running by rotational driving of only the front wheels WF. Therefore, since the detection signal about the actual behavior of the rear motor is not fed back from the rear wheel control unit 2 via the communication line 41 that is unknown whether it is operating normally, it is confirmed whether the power supply can be stopped reliably. Even in a state where it cannot be performed, the time during which the vehicle can travel by driving only the front wheels WF can be limited within the time range required for the retreat travel.

The embodiment described above will be summarized with reference to the drawings again.
As shown in FIG. 1, the drive device of the vehicle 100 includes a first inverter 22 that drives a front wheel drive motor unit MGF, a second inverter 24 that drives a rear wheel drive motor MGR, and a first inverter 22. A front wheel control unit 1 for controlling and a rear wheel control unit 2 for controlling the second inverter 24 are provided.

  As shown in FIG. 3, the first OR gate 32 that connects the first inverter 22 to the front motor generator control unit 16 of the front wheel control unit 1, and the second inverter 24 is the MGR control computer of the rear wheel control unit 2. 25 is connected to the second OR gate 34.

  The front wheel control unit 1 is connected to the first inverter 22 via a first OR gate 32. The rear wheel control unit 2 is arranged separately from the front wheel control unit 1, and is connected to the second inverter 24 via the second OR gate 34.

  The rear wheel drive motor MGR is composed of an induction motor controlled by the rear wheel control unit 2. When the MGR control computer 25 detects an abnormal behavior of the rear wheel drive motor MGR, the MGR control computer 25 outputs a gate cutoff signal SDNR that causes the second OR gate 34 to perform gate cutoff.

  At the same time, the MGR control computer 25 outputs a detection signal in which an abnormality is detected by the rear wheel control unit 2 to the front motor generator control unit 16 of the front wheel control unit 1 connected by the communication line 41.

  The MG2 control computer 23 constituting the front motor generator control unit 16 of the front wheel control unit 1 shares the input of this detection signal with the MG1 control computer 21 and outputs the instruction signal Hi to the three-input OR gate 30. .

  The three-input OR gate 30 outputs the gate cutoff signal SDNR when at least one of the instruction signal Hi or the HSDN signal (instruction signal Hi) from the hybrid control unit 8 is input.

  When at least one of the gate cutoff signal SDNR and the gate cutoff signal output from the MGR control computer 25 is input to the second OR gate 34, the gate cutoff is performed.

  The front wheel control unit 1 has an abnormality in communication with the rear wheel control unit 2 and an instruction signal for blocking the gate of the second inverter 24 is effective from the front wheel control unit 1 to the rear wheel control unit 2 using the communication line 41. Even when the signal cannot be sent to the gate, the instruction signal Hi is directly output to the three-input OR gate 30 and the gate cutoff signal SDNR is input to the second OR gate 34 to perform gate cutoff.

  Further, the front wheel control unit 1 is not sure whether the gate shut-off signal for shutting off the gate of the second inverter 24 is reliably sent from the rear wheel control unit 2 due to the failure of the MGR control computer 25 of the rear wheel control unit 2 itself. Even in this case, by outputting the instruction signal Hi to the three-input OR gate 30, the gate cutoff signal SDNR can be input to the second OR gate 34 to perform gate cutoff.

  When the gate is shut off, the power supply performed between the high voltage battery 4 and the rear wheel drive motor MGR is stopped by the second inverter 24 and is electrically disconnected.

  As described above, when the front wheel control unit 1 detects an abnormality in the rear wheel control unit 2, the MG2 control computer 23 of the front wheel control unit 1 directly gates the second inverter 24.

  Since the rear wheel drive motor MGR connected to the gated second inverter 24 is an induction motor, a back electromotive force is generated when the power supply path is cut off due to gate shutoff and electrical conduction is lost. There is no rotation resistance such as cogging torque.

  For this reason, it is possible to reduce the traveling resistance associated with the rotation of the rear wheel drive motor MGR during continuous travel such as retreat travel, and to efficiently use the rotational drive force of the second motor generator MG2 as the travel drive force of the vehicle 100. In addition, the distance that can be continuously traveled can be extended by improving energy efficiency.

  In this embodiment, the rear wheel drive motor MGR alone is shown and described as being constituted by an induction motor. However, the present invention is not limited to this. For example, the front wheel drive motor unit MGF may be constituted by an induction motor. In addition, at least one of the rear wheel drive motor MGR and the front wheel drive motor unit MGF may be an induction motor or the like.

  The driving device of the vehicle 100 in which the front wheel driving motor MG2 and the rear wheel driving motor MGR are mounted includes a front wheel control unit 1 (Fr-PCU) that drives the front wheel driving motor MG2 and the like, and a rear wheel driving motor MGR. The wheel control unit 2 (Rr-PCU) is separated from the front and rear of the vehicle, and further separated from the hybrid control unit 8 (HV-ECU) that controls the front wheel control unit 1 and the rear wheel control unit 2. Even if the vehicle is disposed on the body, the retreat travel can be performed using one front wheel drive motor MG2 or the rear wheel drive motor MGR.

  In addition, the hybrid control unit 8 connects a signal line that can output and transmit an HSDN signal to the input side of the three-input OR gate 30. Therefore, when an abnormality is detected from the rear wheel control unit 2 corresponding to the rear wheel drive motor MGR that drives the rear wheel WR, the hybrid control unit 8 outputs an HSDN signal to the input side of the three-input OR gate 30. To do. When the HSDN signal is input to the input side of the three-input OR gate 30, an SDNR signal for cutting off the gate of the rear wheel control unit 2 is sent from the three-input OR gate 30 so that the rear wheel drive motor MGR can be rotated. Can do. Since the hybrid control unit 8 is connected to the input side of the three-input OR gate 30 via a communication line, the hybrid control unit 8 is further separated from the front wheel control unit 1 and the like and disposed separately at other parts of the vehicle 100. Certainty can be improved.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  1 front wheel control unit (front power control unit: Fr-PCU), 2 rear wheel control unit (rear power control unit: Rr-PCU), 4 high voltage battery, 8 hybrid control unit, 12 boost converter, 16 front motor generator control unit (First control unit), 20 inverter, 22 first inverter, 24 second inverter, 25 MGR control computer (second control unit), 28, 40 power cable, 30 three-input OR gate, 32 first OR gate, 34 second OR gate, 100 vehicle, ENG engine, MG1 first motor generator, MG2 second motor generator, MGF front motor generator section, MGR rear wheel drive motor, WF front wheel, WR rear wheel.

Claims (4)

A drive device for a vehicle,
A first motor drive unit for driving the front wheel drive motor;
A second motor drive unit for driving the rear wheel drive motor;
A control unit that controls the first and second motor driving units;
A first gate connecting the first motor drive to the controller;
A second gate connecting the second motor drive unit to the control unit,
The controller is
A first control unit connected to the first motor driving unit via a first gate;
A second control unit disposed separately from the first control unit and connected to the second motor driving unit via a second gate;
At least one of the front wheel drive motor and the rear wheel drive motor is an induction motor,
When the other control unit detects an abnormality in one of the first and second control units that control the induction motor, the other control unit detects the first gate and the second control unit. A vehicle drive device that blocks a gate connecting a motor drive unit to the one control unit among the gates.   The vehicle drive device according to claim 1, wherein the rear wheel drive motor is configured by an induction motor.   The vehicle drive device according to claim 1, wherein the front wheel drive motor is configured by an induction motor. The control unit further includes a hybrid control unit,
4. The hybrid control unit according to claim 1, wherein when the other control unit detects an abnormality in the one control unit, the hybrid control unit blocks a gate connected to the one control unit that has detected the abnormality. The vehicle drive device according to claim 1.

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