JP2017013705A - Driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force control device which, when an abnormality occurs in a calculation unit for calculating the magnitude of a driving force transmitted to a driven member, can shorten a time for generating an unintended driving force.SOLUTION: A motor generator control device 1 comprises: an HV-ECU 20 for calculating the magnitude of a driving force transmitted to a drive wheel 18; an MG-ECU 25 for outputting a command signal corresponding to the magnitude of the driving force transmitted to the drive wheel 18; a bus line 35 for transmitting a signal based on a calculation result of the HV-ECU 20 to the MG-ECU 25; an inverter unit 30 for controlling operations of two motor generators 6 and 7 on the basis of the command signal; an abnormal time signal line 40; and the like. The abnormal time signal line 40 is electrically connected to the HV-ECU 20 and the inverter unit 30, and transmits an abnormal signal, which sets the driving force transmitted to the drive wheel 18 to 0, to the inverter unit 30 when an abnormality occurs in the HV-ECU 20.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving force control device that controls a driving force transmitted to a driven member.

2. Description of the Related Art Conventionally, a driving force control device that controls a driving force transmitted to a driven member such as a driving wheel of a vehicle is known. A driving force control device mounted on the vehicle calculates a magnitude of the driving force transmitted to the driving wheel based on the traveling state of the vehicle, and instructs the driving force control unit based on the calculation result of the calculating unit. A command unit that outputs a signal, a bus line that electrically connects another control unit that controls the running state of the vehicle, a calculation unit, and the command unit are provided.
For example, Patent Document 1 discloses a vehicle control ECU that is mounted on a hybrid vehicle and calculates a driving force output from the AC motor based on a traveling state of the hybrid vehicle, and an AC motor based on a calculation result of the vehicle control ECU. An electric motor control ECU that controls the operation of the motor, and an AC motor control device that includes an inverter that is electrically connected to the motor control ECU and converts DC power into AC power based on a command signal output from the motor control ECU Have been described.

JP 2009-38866 A

  However, in the driving force control apparatus described in Patent Document 1, when an abnormality occurs in the vehicle control ECU, the gate of the inverter is cut off via the motor control ECU in order to reduce the driving force generated by the AC motor to zero. Run. For this reason, a relatively long time lag such as the output of a command signal in the motor control ECU occurs after the abnormality occurs in the vehicle control ECU until the gate shutoff is executed. During this time lag, the AC motor may generate a driving force that is not intended by the driver of the hybrid vehicle.

  An object of the present invention is to provide a driving force control device that shortens the time during which an unintended driving force is generated when an abnormality occurs in an arithmetic unit that calculates the magnitude of the driving force transmitted to a driven member. is there.

The present invention is a driving force control device that controls a driving force transmitted to a driven member, and includes an arithmetic unit, a command unit, a first signal line, a driving force control unit, and a second signal line.
The arithmetic unit calculates the magnitude of the driving force transmitted to the driven member based on information on the driven member.
The command unit outputs a command signal corresponding to the magnitude of the driving force transmitted to the driven member based on the calculation result of the calculation unit.
The first signal line is electrically connected to the arithmetic unit and the command unit, and transmits a signal based on the arithmetic result of the arithmetic unit to the command unit.
The driving force control unit is electrically connected to the command unit and generates a driving force that is transmitted to the driven member based on the command signal, or a drive that transmits the driving force generated by the driving source to the driven member. Controls the operation of the force transmission.
The second signal line is electrically connected to the arithmetic unit and the driving force control unit, and when an abnormality occurs in the arithmetic unit, an abnormal signal that sets the driving force transmitted to the driven member to 0 is sent to the driving force control unit. Send.

  In the driving force control apparatus of the present invention, when an abnormality occurs in the arithmetic unit, the arithmetic unit outputs an abnormality signal directly to the driving force control unit via the second signal line instead of the first signal line. When the driving force control unit receives the abnormal signal, the driving force control unit controls the driving source or the driving force transmission unit so that the driving force transmitted to the driven member becomes zero. As a result, it is possible to save time for the command unit to output the command signal to the driving force control unit, so that the driving force transmitted to the driven member by the command unit in which the abnormality of the arithmetic unit is transmitted via the first signal line. As compared with the case where 0 is set to 0, it is possible to shorten the time from when the abnormality of the arithmetic unit occurs until the driving force transmitted to the driven member becomes 0. Therefore, when an abnormality occurs in the arithmetic unit, the time during which an unintended driving force is generated can be shortened.

1 is an overall schematic diagram of a hybrid vehicle control system to which a driving force control apparatus according to a first embodiment of the present invention is applied. It is a mimetic diagram of a driving force control device by a first embodiment of the present invention. It is a flowchart of the driving force control process in the driving force control apparatus by 1st embodiment of this invention. It is a characteristic view at the time of the driving force control process in the driving force control apparatus by 1st embodiment of this invention. It is a schematic diagram of the driving force control apparatus by 2nd embodiment of this invention. It is a flowchart of the driving force control process in the driving force control apparatus by 2nd embodiment of this invention. It is a characteristic view at the time of the driving force control process in the driving force control apparatus by 2nd embodiment of this invention. It is a schematic diagram of the driving force control apparatus by 3rd embodiment of this invention. It is a flowchart of the driving force control process in the driving force control apparatus by 3rd embodiment of this invention.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the plurality of embodiments, substantially the same configuration is denoted by the same reference numeral, and description thereof is omitted.

(First embodiment)
A driving force control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. The driving force control apparatus of the first embodiment is applied to a hybrid vehicle.
FIG. 1 shows a schematic diagram of a control system for a hybrid vehicle to which the driving force control apparatus of the first embodiment is applied. The hybrid vehicle shown in FIG. 1 is a so-called series parallel hybrid vehicle, and includes an engine 5 as an “internal combustion engine”, a first motor generator 6, a second motor generator 7, drive wheels 18 as “driven members”, and A motor generator control device 1 as a “driving force control device” is provided. In the first embodiment, the first motor generator 6 and the second motor generator 7 correspond to a “drive source” recited in the claims.

  The first motor generator 6 and the second motor generator 7 have a function as a generator that generates regenerative power upon receiving torque and a function as an electric motor that generates torque by consuming electric power by a power running operation. In the first embodiment, the first motor generator (denoted as “MG1” in the figure) 6 mainly functions as a generator, and the second motor generator (denoted as “MG2” in the figure) 7 is mainly as an electric motor. Function. The first motor generator 6 and the second motor generator 7 are, for example, permanent magnet type synchronous three-phase AC motors.

  Rotational angle sensors 11 and 12 for detecting the electrical angle of the first motor generator 6 and the electrical angle of the second motor generator 7 are provided near the rotors of the first motor generator 6 and the second motor generator 7, respectively. The rotation angle sensors 11 and 12 are resolvers, for example, and output the detected electrical angle to a motor generator control unit (hereinafter referred to as “MG-ECU”) 25 as a “command unit”.

  The motor generator control device 1 includes a hybrid vehicle control unit (hereinafter referred to as “HV-ECU”) 20 as an “arithmetic unit”, an MG-ECU 25, an inverter unit 30 as a “driving force control unit”, and a “first signal line”. ”And the abnormal signal line 40 as the“ second signal line ”.

  As shown in FIG. 2, the HV-ECU 20 includes an HV-CPU 21 as a “calculation unit”, a connection unit 22, a calculation result determination unit 23, an OR circuit 24, and a ROM, a RAM, and the like (not shown). The HV-ECU 20 calculates the magnitude of the driving force transmitted to the driving wheels 18 based on information such as an accelerator signal, a brake signal, a shift signal, and a vehicle speed signal as “information about the driven member”. The result is output to the bus line 35.

  The HV-CPU 21 is electrically connected to the connection unit 22, the calculation result determination unit 23, and the OR circuit 24. Information regarding the driving state of the vehicle such as an accelerator signal is input to the HV-CPU 21 from the outside of the HV-ECU 20. The HV-CPU 21 detects the traveling state of the vehicle including the stopped state based on these pieces of information. The HV-CPU 21 calculates the traveling state of the vehicle according to the intention of the driver driving the vehicle based on the detected traveling state of the vehicle. In the first embodiment, this calculation result includes the magnitude of the driving force output from the first motor generator 6 and the second motor generator 7. The calculation result is output to the connection unit 22 and the calculation result determination unit 23. Further, the HV-CPU 21 outputs a signal to the OR circuit 24 when the traveling state of the vehicle along the driver's intention cannot be calculated due to a malfunction.

  The connection unit 22 is composed of an electric circuit including a CPU. The connection unit 22 is a so-called CAN driver and is electrically connected to the bus line 35. The connection unit 22 outputs the calculation result of the HV-CPU 21 to the bus line 35.

  The calculation result determination unit 23 is electrically connected to the HV-CPU 21 and is also electrically connected to the OR circuit 24. The calculation result determination unit 23 stores in advance a map for determining whether or not the calculation result output from the HV-CPU 21 is normal, for example. When the calculation result determination unit 23 determines a calculation result output from the HV-CPU 21 based on the map, the calculation result determination unit 23 outputs a signal based on the determination result to the OR circuit 24.

  The OR circuit 24 is electrically connected to an OR circuit 31 of the inverter unit 30 described later via an abnormal signal line 40. In the OR circuit 24, a signal indicating that a malfunction that cannot be performed by the HV-CPU 21 from the HV-CPU 21 has occurred, and a signal that indicates that an abnormality has occurred in the HV-CPU 21 from the calculation result determination unit 23. Is entered. The OR circuit 24 outputs a signal to the OR circuit 31 based on signals input from the HV-CPU 21 and the calculation result determination unit 23. For example, in the first embodiment, the OR circuit 24 outputs a signal of 0 V to the OR circuit 31 when no signal is input from either the HV-CPU 21 or the operation result determination unit 23. That is, no current flows through the abnormal-time signal line 40. Further, when a signal is input from at least one of the HV-CPU 21 and the calculation result determination unit 23, the OR circuit 24 outputs 5V to the OR circuit 31 as “an abnormal signal in which the driving force transmitted to the driven member is zero”. The signal is output.

  The MG-ECU 25 includes an MG CPU (not shown) and an MG connection unit (not shown). The calculation result of the HV-CPU 21 is input to the MG CPU via the bus line 35 and the MG connection unit. The CPU for MG outputs to the OR circuit 31 a command signal corresponding to the magnitude of the driving force output from the first motor generator 6 and the second motor generator 7 among the input calculation results.

  As shown in FIG. 2, the inverter unit 30 includes an OR circuit 31, a gate cutoff unit 32, a first inverter 33, a second inverter 34, and the like. The inverter unit 30 controls the operation of the first motor generator 6 and the second motor generator 7 based on a command signal output from the MG-ECU 25.

  The OR circuit 31 is electrically connected to the MG-ECU 25 and the OR circuit 24. A command signal is input from the MG-ECU 25 to the OR circuit 31. The abnormal signal output from the OR circuit 24 is input to the OR circuit 31. The OR circuit 31 activates the gate shut-off unit 32 when at least one of a command signal including a content that causes a malfunction that cannot be performed in the HV-CPU 21 and a signal output from the OR circuit 24 is input. The signal is output to the gate cutoff unit 32.

  The gate blocking unit 32 is provided between the first inverter 33 and the second inverter 34 and the battery 10. When the OR circuit 31 outputs a signal for operating the gate blocking unit 32, the gate blocking unit 32 blocks the gate. When the gate is cut off, the first inverter 33 and the second inverter 34 and the battery 10 are cut off electrically.

  The first inverter 33 and the second inverter 34 are so-called switching elements. The first inverter 33 converts the three-phase AC power generated by the first motor generator 6 into DC power. The converted DC power is regenerated in the battery 10. The second inverter 34 converts the DC power supplied from the battery 10 into three-phase AC power. The converted three-phase AC power is used for a power running operation in the second motor generator 7 and outputs torque.

  The first inverter 33 and the second inverter 34 are electrically connected to the MG-ECU 25 via information signal lines 36 and 38. A signal indicating the switching state of the first inverter 33 and the second inverter 34 as a “signal based on the state of the driving force control unit” is constantly input to the MG-ECU 25 via the information signal lines 36 and 38. .

  The bus line 35 is electrically connected to the HV-ECU 20, the MG-ECU 25, the engine ECU 8, and the battery ECU 9. The bus line 35 can transmit signals exchanged among the HV-ECU 20, the MG-ECU 25, the engine ECU 8, and the battery ECU 9. That is, the HV-ECU 20, the MG-ECU 25, the engine ECU 8, the battery ECU 9, and the bus line 35 constitute a communication bus system. In FIG. 1, the bus line 35 is indicated by a solid line. The engine ECU 8 and the battery ECU 9 correspond to “other control blocks” recited in the claims.

  The engine ECU 8 acquires information such as the crank angle of the crankshaft 13 and the engine rotation speed based on a crank angle signal input from a crank angle sensor (not shown), and controls the operation of the engine 5.

  The battery ECU 9 controls charging / discharging of the battery 10. Further, the battery ECU 9 transmits information regarding the state of the battery 10 such as a battery voltage to the MG-ECU 25. The battery 10 is a chargeable / dischargeable power storage device such as a nickel metal hydride or lithium ion battery. An electric double layer capacitor or the like may be used as the DC power source.

  The engine 5, the first motor generator 6, and the second motor generator 7 are connected by a power split mechanism 14. The power of the engine 5 is divided into two systems by a power split mechanism 14 connected to the crankshaft 13. The driving wheel 18 is driven through the differential gear mechanism 16 and the axle 17 by the power of one of the two divided systems. The first motor generator 6 generates electric power with the other power of the two divided systems. Further, the driving force by the second motor generator 7 is transmitted to the drive wheels 18 via the propeller shaft 15, the differential gear mechanism 16, and the axle 17.

  Next, motor generator control processing in the motor generator control device 1 will be described with reference to FIGS. The motor generator control process in the first embodiment always proceeds when the power of the vehicle is turned on by an ignition switch or the like.

  First, in step (hereinafter simply referred to as “S”) 101, the calculation result determination unit 23 determines whether or not an abnormality has occurred in the HV-CPU 21. The calculation result determination unit 23 determines whether an abnormality has occurred in the HV-CPU 21 based on the calculation result of the HV-CPU 21 and a map stored in advance. When it is determined from the calculation result of the HV-CPU 21 that an abnormality has occurred in the HV-CPU 21, the process proceeds to S102. When it is determined from the calculation result of the HV-CPU 21 that no abnormality has occurred in the HV-CPU 21, the current motor generator control process is terminated.

  Next, in S102, the gate is shut off. If the calculation result determination unit 23 determines that an abnormality has occurred in the HV-CPU 21 in S101, the OR circuit 24 instructs the gates of the first inverter 33 and the second inverter 34 to be cut off via the abnormality signal line 40. A 5 V signal is output to the OR circuit 31 as a gate cutoff signal. When the gate cutoff signal is input from the OR circuit 24, the OR circuit 31 outputs a signal for operating the gate cutoff unit 32 to the gate cutoff unit 32. Thereby, the gate of the inverter part 30 is interrupted | blocked and the 1st inverter 33, the 2nd inverter 34, and the battery 10 are electrically interrupted | blocked.

  Next, in S103, the MG-ECU 25 detects an abnormality in the HV-CPU 21. The MG-ECU 25 outputs a command signal based on the calculation result of the HV-CPU 21 input via the bus line 35. On the other hand, the operation state of the first inverter 33 and the second inverter 34 is input to the MG-ECU 25 via the information signal lines 36 and 38. The MG-ECU 25 detects that an abnormality has occurred in the HV-ECU 20 if the contents of the command signal are different from the operating states of the first inverter 33 and the second inverter 34.

Next, in S104, the MG-ECU 25 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21 to the bus line 35.
Next, in S105, the engine ECU 8 and the battery ECU 9 that are electrically connected to the bus line 35 detect an abnormality in the HV-CPU 21. The engine ECU 8 and the battery ECU 9 detect that an abnormality has occurred in the HV-CPU 21 based on the signal output to the bus line 35 in S104. Engine ECU8 and battery ECU9 which detected that abnormality has generate | occur | produced in HV-CPU21 perform fail safe, respectively. Specifically, the engine ECU 8 cuts off the supply of electric power and fuel to the engine 5, stops the engine 5, and lights up a warning lamp indicating that an abnormality has occurred in the HV-CPU 21. Inform the driver. Further, the battery ECU 9 stops the supply of electric power to the inverter unit 30.

  Here, the effect of the motor generator control device 1 will be described with reference to FIG. FIG. 5 is a diagram showing changes over time in characteristics of each part of the hybrid vehicle in the control process of the motor generator. (A) HV-CPU 21 state, (b) gate state, (c) driving wheel 18 (D) the state of the HV-CPU 21 detected by the MG-ECU 25, and (e) the detection by the engine ECU 8 and the battery ECU 9 The state of the HV-CPU 21 is shown.

In motor generator control device 1, if operation result determination unit 23 determines that an abnormality has occurred in HV-CPU 21 at time t <b> 11 shown in FIG. 5, the abnormality signal output from OR circuit 24 passes through MG-ECU 25. Without being input to the OR circuit 31. Thereby, the gate is interrupted at time t12, and the first inverter 33, the second inverter 34, and the battery 10 are electrically disconnected. When the first inverter 33 and the second inverter 34 and the battery 10 are electrically disconnected, the driving force generated by the first motor generator 6 and the second motor generator 7 becomes zero at time t13.
Further, since the operation state of the first inverter 33 and the second inverter 34 and the command signal are different, the MG-ECU 25 detects that an abnormality has occurred in the HV-CPU 21 at time t14. When the MG-ECU 25 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21 to the bus line 35, the abnormality in the HV-CPU 21 has occurred in the engine ECU 8 and the battery ECU 9 via the bus line 35. It is transmitted. Thereby, engine ECU8 and battery ECU9 detect that abnormality has generate | occur | produced in HV-CPU21 in time t15, and perform fail safe.

  (A) In the motor generator control device 1, when an abnormality occurs in the HV-CPU 21, the abnormality signal output from the HV-ECU 20 is transmitted by the abnormality signal line 40, which is a dedicated signal line for transmitting only the abnormality signal, to the inverter unit 30. It is transmitted to. Thereby, compared with the case where a signal indicating that an abnormality has occurred in the HV-CPU 21 is transmitted to the inverter unit 30 via the MG-ECU 25, the first motor generator 6 and the second motor generator 6 The time until the driving force generated by the two motor generator 7 becomes 0, that is, the time from time t11 to time t13 in FIG. 5 can be shortened. Therefore, when an abnormality occurs in the HV-CPU 21, it is possible to shorten the time during which a driving force that is not intended by the driver driving the hybrid vehicle is generated.

  (B) Further, the first motor generator 6 and the first motor generator 6 after the abnormality of the HV-CPU 21 occurs only by providing the dedicated abnormality signal line 40 so that the abnormality signal output from the HV-ECU 20 is directly input to the inverter unit 30. The time until the driving force generated by the second motor generator 7 becomes zero can be shortened. As a result, it is possible to shorten the time during which an unintended driving force is generated at a relatively low cost.

  (C) Further, in the motor generator control device 1, when an abnormality occurs in the HV-CPU 21, the driving force generated by the first motor generator 6 and the second motor generator 7 is quickly generated by blocking the gate of the inverter unit 30. To 0. Since the first motor generator 6 and the second motor generator 7 have a smaller time constant than an engine that similarly generates driving force, the time from when an abnormality occurs in the HV-CPU 21 until the driving force is reduced to zero is set. It can be made relatively short.

(Second embodiment)
Next, a driving force control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. The second embodiment is different from the first embodiment in the configuration of the arithmetic unit. In addition, the same code | symbol is attached | subjected to the site | part substantially the same as 1st embodiment, and description is abbreviate | omitted.

  FIG. 5 shows a motor generator control device 2 according to the second embodiment. The motor generator control device 2 includes an HV-ECU 50, an MG-ECU 25, an inverter unit 30, a bus line 35, an abnormal signal line 40, and the like as “arithmetic units”.

  The HV-ECU 50 includes an HV-CPU 21, a connection unit 22, a calculation result determination unit 23, an OR circuit 24, a connection signal line 231, and a ROM and RAM (not shown). The HV-ECU 50 calculates the magnitude of the driving force output from the first motor generator 6 and the second motor generator 7 based on information such as an accelerator signal, a brake signal, a shift signal, and a vehicle speed signal, and calculates the calculated result. Output to the bus line 35.

  The connection signal line 231 electrically connects the connection unit 22 and the calculation result determination unit 23. The connection signal line 231 can transmit a signal output to the connection unit 22 when the calculation result determination unit 23 has an abnormality in the HV-CPU 21.

  Next, motor generator control processing in the motor generator control device 2 will be described with reference to FIGS. The motor generator control process in the second embodiment always proceeds when the power of the vehicle is turned on by an ignition switch or the like.

  First, in S201, the calculation result determination unit 23 determines whether or not an abnormality has occurred in the HV-CPU 21 as in S101 of the first embodiment. When it is determined from the calculation result of the HV-CPU 21 that an abnormality has occurred in the HV-CPU 21, the process proceeds to S202. When it is determined from the calculation result of the HV-CPU 21 that no abnormality has occurred in the HV-CPU 21, the current motor generator control process is terminated.

  Next, in S202, the gate is shut off as in S102 of the first embodiment.

  Next, in S <b> 203, the calculation result determination unit 23 outputs a signal to the connection unit 22. The calculation result determination unit 23 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21, for example, a signal of 5 V, to the connection unit 22.

  Next, in S <b> 204, the connection unit 22 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21 to the bus line 35. In the connection unit 22, when a 5 V signal output from the calculation result determination unit 23 is input, a signal indicating that an abnormality has occurred in the HV-CPU 21 is output to the bus line 35.

  Next, in S205, as in S105 of the first embodiment, the engine ECU 8 and the battery ECU 9 that are electrically connected to the bus line 35 detect an abnormality in the HV-CPU 21.

  Here, the effect of the motor generator control device 2 will be described with reference to FIG. FIG. 7 is a diagram showing temporal changes in characteristics of each part of the hybrid vehicle in the control process of the motor generator, where (a) the state of the HV-CPU 21, (b) the state of the gate, and (c) the drive wheel 18. (D) The state of the HV-CPU 21 detected by the engine ECU 8 and the battery ECU 9 is shown.

  In the motor generator control device 2, when the calculation result determination unit 23 determines that an abnormality has occurred in the HV-CPU 21 at time t21 shown in FIG. 7, the gate is cut off at time t22, and the first inverter 33 and the second inverter 34 and the battery 10 are electrically disconnected. When the first inverter 33 and the second inverter 34 and the battery 10 are electrically disconnected, the driving force generated by the first motor generator 6 and the second motor generator 7 becomes zero at time t23.

  Further, the calculation result determination unit 23 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21 to the connection unit 22. The connection unit 22 notifies the engine ECU 8 and the battery ECU 9 via the bus line 35 that an abnormality has occurred in the HV-CPU 21. Thereby, engine ECU8 and battery ECU9 can perform fail safe at the time t24. Thereby, 2nd embodiment can abbreviate | omit the determination that the operation state and command signal of the 1st inverter 33 and the 2nd inverter 34 in MG-ECU25 differ compared with 1st embodiment. Therefore, the second embodiment has the effects of the first embodiment, and can reliably eliminate the possibility that an unintended driving force is generated when an abnormality occurs in the HV-CPU 21.

(Third embodiment)
Next, a driving force control apparatus according to a third embodiment of the present invention will be described with reference to FIGS. The third embodiment is different from the first embodiment in the connection destination of the abnormal-time signal line. In addition, the same code | symbol is attached | subjected to the site | part substantially the same as 1st embodiment, and description is abbreviate | omitted.

  FIG. 8 shows a transmission control device 3 as a “driving force control device” according to a third embodiment. The transmission control device 3 includes an HV-ECU 20, a transmission control unit (hereinafter referred to as “T / M-ECU”) 65 as a “command unit”, a clutch control unit 70 as a “driving force control unit”, a bus line 35, In addition, an abnormal signal line 80 as a “second signal line” is provided. The transmission control device 3 controls the operation of a transmission (not shown) that adjusts the driving force generated by the engine 5 as the “drive source” in the third embodiment and transmits the adjusted driving force to the drive wheels 18.

  The T / M-ECU 65 includes a T / M CPU (not shown) and a T / M connection unit (not shown). The T / M CPU receives a calculation result regarding the operation of the transmission of the HV-CPU 21 via the bus line 35 and the T / M connection unit. The T / M CPU outputs a command signal corresponding to the operation content of the transmission among the input calculation results to the OR circuit 71 included in the clutch control unit 70.

  The clutch control unit 70 includes an OR circuit 71, a clutch disconnection unit 72, and the like. The clutch control unit 70 controls the operation of the clutch 90 positioned between the engine 5 and the drive wheel 18 based on a command signal output from the T / M-ECU 65.

  The OR circuit 71 is electrically connected to the T / M-ECU 65 and the OR circuit 24. A command signal is input from the T / M-ECU 65 to the OR circuit 71. The abnormal signal output from the OR circuit 24 is input to the OR circuit 71. The OR circuit 71 activates the clutch disengagement unit 72 when at least one of a command signal including a content that causes a malfunction that cannot be performed in the HV-CPU 21 and a signal output from the OR circuit 24 is input. A signal is output to the clutch disconnection unit 72.

  The clutch disconnection unit 72 is connected to the clutch 90. The clutch disconnection unit 72 disconnects the clutch 90 when the OR circuit 71 outputs a signal for operating the clutch disconnection unit 72. When the clutch 90 is disengaged, the driving force generated by the engine 5 is not transmitted to the drive wheels 18.

  Next, the control process of the clutch 90 in the transmission control device 3 will be described with reference to FIGS. The control process of the clutch 90 in the third embodiment always proceeds when the power of the vehicle is turned on by an ignition switch or the like.

  First, in S301, the calculation result determination unit 23 determines whether an abnormality has occurred in the HV-CPU 21 as in S101 of the first embodiment. When it is determined from the calculation result of the HV-CPU 21 that an abnormality has occurred in the HV-CPU 21, the process proceeds to S302. When it is determined from the calculation result of the HV-CPU 21 that there is no abnormality in the HV-CPU 21, the control process for the clutch 90 is terminated.

  Next, in S302, the clutch 90 is disconnected. If the calculation result determination unit 23 determines that an abnormality has occurred in the HV-CPU 21 in S301, the OR circuit 24 outputs a 5V signal as a clutch disconnection signal for instructing disconnection of the clutch 90 via the abnormal signal line 80. Output to the OR circuit 71. The OR circuit 71 outputs a signal for operating the clutch disconnection unit 72 to the clutch disconnection unit 72 when the clutch disconnection signal is input from the OR circuit 24. As a result, the clutch 90 is disconnected, and the driving force generated by the engine 5 is not transmitted to the driving wheels 18.

  Next, in S303, the T / M-ECU 65 detects an abnormality of the HV-CPU 21. The T / M-ECU 65 outputs a command signal based on the calculation result of the HV-CPU 21 input via the bus line 35. On the other hand, the T / M-ECU 65 operates the clutch 90 as a “signal based on the state of the driving force control unit” via the information signal line 91 that electrically connects the clutch 90 and the T / M-ECU 65. Is input. The T / M-ECU 65 detects that an abnormality has occurred in the HV-ECU 20 if the state of the transmission input via the information signal line 91 is different from the content of the command signal.

Next, in S304, the T / M-ECU 65 outputs a signal indicating that an abnormality has occurred in the HV-CPU 21 to the bus line 35.
Next, in S305, as in S105 of the first embodiment, the engine ECU 8 and the battery ECU 9 that are electrically connected to the bus line 35 detect an abnormality in the HV-CPU 21.

  In the transmission control device 3, when the calculation result determination unit 23 detects an abnormality of the HV-CPU 21, the abnormality signal output from the OR circuit 24 is transmitted to the OR circuit 71 of the clutch control unit 70 without passing through the T / M-ECU 65. Entered. When an abnormal signal is input to the OR circuit 71, the clutch 90 is disengaged and the driving force generated by the engine 5 is not transmitted to the drive wheels 18. Therefore, the third embodiment has the effects (A) and (B) of the first embodiment.

(Other embodiments)
In the above-described embodiment, the “driving force control device” controls the driving force generated by the motor generator or the engine that acts on the driving wheels of the hybrid vehicle. However, the driving source and the driven member to which the driving force control device is applied are not limited to this. The present invention may be applied to an automobile equipped with only an engine, a fuel cell automobile, and an electric automobile. Further, the driven member may be a member to which the driving force generated by the driving source is transmitted.

  In the above-described embodiment, the motor generator is a three-phase AC motor. However, the motor generator is not limited to this.

  In the above-described embodiment, the HV-ECU includes the HV-CPU, the connection unit, the abnormality detection unit, the OR circuit, and the like. The inverter unit has an OR circuit, a gate cutoff unit, and the like. The clutch disengagement unit has an OR circuit. However, these configurations are not limited to this.

  In the above-described embodiment, the signal passing through the abnormal-time signal line is 0 V when the HV-CPU is normal, and is 5 V when the HV-CPU is abnormal. However, the signal passing through the abnormal signal line is not limited to this. The voltage may be 5V when the HV-CPU is normal, and may be 0V when the HV-CPU is abnormal, and the magnitude of the voltage is not limited to this. Further, different voltages other than 0V may be used for normal and abnormal times, for example, 1V for normal and 4V for abnormal.

  In the third embodiment, the T / M-ECU outputs a signal indicating that an abnormality has occurred in the HV-CPU on the bus line. However, the element that outputs a signal indicating that an abnormality has occurred in the HV-CPU on the bus line is not limited to this. As in the second embodiment, the connection unit of the HV-ECU and the abnormality detection unit are electrically connected, and the connection unit outputs a signal indicating that an abnormality has occurred in the HV-CPU to the bus line. May be.

  In the above-described embodiment, the MG-ECU or the T / M-ECU controls the operation of the gate disconnection unit or the clutch disconnection unit via the OR circuit. However, the MG-ECU or the T / M-ECU may control the operation of the gate disconnection unit or the clutch disconnection unit without going through the OR circuit. It is only necessary that a signal in which a malfunction that cannot be performed in the HV-CPU occurs is transmitted to the OR circuit.

  In the third embodiment, the clutch disengagement unit disengages the clutch located between the engine and the drive wheel. However, the position of the clutch that the clutch disconnecting section disconnects is not limited to this. The clutch located between the motor generator and the drive wheels of the first and second embodiments may be disconnected.

  As mentioned above, this invention is not limited to such embodiment, It can implement with a various form in the range which does not deviate from the summary.

1, 2 ... Motor generator control device (drive force control device)
3 ... Transmission control device (driving force control device)
5 ... Engine (drive source)
6 ... 1st motor generator (drive source)
7 ・ ・ ・ Second motor generator (drive source)
20, 50 ... Hybrid vehicle control unit (arithmetic unit)
25 ... Motor generator control unit (command unit)
30 ... Inverter section (driving force control unit)
35 ... Bus line (first signal line)
40, 80 ... Signal line at the time of abnormality (second signal line)
65 ・ ・ ・ Transmission control unit (command unit)
70 ・ ・ ・ Clutch control unit (driving force control unit)
90... Clutch (driving force transmission part)

Claims (9)

A driving force control device (1, 2, 3) for controlling the driving force transmitted to the driven member (18),
An arithmetic unit (20, 50) for calculating the magnitude of the driving force transmitted to the driven member based on the information on the driven member;
A command unit (25, 65) for outputting a command signal corresponding to the magnitude of the driving force transmitted to the driven member based on the calculation result of the calculation unit;
A first signal line (35) electrically connected to the arithmetic unit and the command unit, and transmitting a signal based on a calculation result of the arithmetic unit to the command unit;
A driving source (5, 6, 7) that is electrically connected to the command unit and generates a driving force transmitted to the driven member based on the command signal, or a driving force generated by the driving source. A driving force control unit (30, 70) for controlling the operation of the driving force transmitting portion (90) for transmitting to the driving member;
Electrically connected to the arithmetic unit and the driving force control unit, and when an abnormality occurs in the arithmetic unit, an abnormal signal with zero driving force transmitted to the driven member is transmitted to the driving force control unit. A second signal line (40, 80);
A driving force control apparatus comprising: The driven member is a driving wheel for driving a vehicle,
The driving force control apparatus according to claim 1, wherein the driving source is an AC motor mounted on the vehicle. The driving force control unit has inverters (33, 34) capable of converting DC power into AC power that can be supplied to the AC motor,
The driving force control device according to claim 2, wherein the abnormal signal is a gate cutoff signal that instructs to shut off the gate of the inverter. The calculation unit includes a calculation unit (21) that calculates the magnitude of the driving force transmitted to the driven member, and a calculation result determination unit (23) that determines whether the calculation result of the calculation unit is normal. )
The driving force control unit has a gate blocking part (32) capable of blocking the gate,
4. The driving force control apparatus according to claim 3, wherein the second signal line is electrically connected to the calculation result determination unit and the gate blocking unit. 5. The driven member is a driving wheel for driving a vehicle,
2. The driving force control apparatus according to claim 1, wherein the driving force transmission unit is a clutch (90) that connects the driving source mounted on the vehicle and the driving wheels. 3.   The driving force control apparatus according to claim 5, wherein the abnormal signal is a clutch disengagement signal instructing disengagement of the clutch. The calculation unit includes a calculation unit that calculates the magnitude of the driving force transmitted to the driven member, and a calculation result determination unit that determines whether the calculation result of the calculation unit is normal,
The driving force control unit has a clutch disengagement part (72) capable of disengaging the clutch,
The driving force control apparatus according to claim 5 or 6, wherein the second signal line is electrically connected to the calculation result determination unit and the clutch disconnection unit.   The calculation result determination unit transmits a signal indicating that an abnormality has occurred in the calculation unit to another control unit (8, 9) that controls driving of the driven member via the first signal line. The driving force control apparatus according to claim 4, wherein the driving force control apparatus is possible. An information signal line (36, 38, 91) capable of transmitting a signal based on the state of the driving force control unit to the command unit;
The command unit sends a signal indicating that an abnormality has occurred in the arithmetic unit when the signal based on the state of the driving force control unit transmitted by the information signal line is different from the command signal. The driving force control apparatus according to any one of claims 1 to 8, wherein the driving force control apparatus can transmit to another control unit that controls driving of the driven member via a line.

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