JP2020014327A - Control apparatus and control method for electric motor of vehicle - Google Patents

Abstract

To execute fail-safe during deceleration in a vehicle comprising an electric motor as a driving source.SOLUTION: A control apparatus 100 for an electric motor 41 of a vehicle 50 is applied. The control apparatus 100 comprises: a first control part 10 that determines target torque serving as an output target of the electric motor 41; a monitoring part 20 that determines monitoring target torque; and a fail-safe determination part 20 that determines execution of fail-safe for the electric motor by using the target torque and the monitoring target torque, during the deceleration of the vehicle.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a technique for controlling a motor in a vehicle equipped with the motor.

  A technology is known which includes a microcontroller as a control unit for controlling the actuator, and a microcontroller monitoring unit as a monitoring unit for monitoring the occurrence of an abnormality in the microcontroller, and executes a fail-safe when an abnormality occurs in the microcontroller. (For example, Patent Document 1).

JP-A-2006-147585

  Heretofore, fail-safe when the vehicle accelerates has been studied using the above-described technology. However, fail-safe operation when the vehicle decelerates has not been sufficiently studied, and in a vehicle including an electric motor as all or a part of a drive source, acceleration / deceleration responsiveness to an accelerator operation is high, and the vehicle The inventor of the present application has found that there is room for study on the fail-safe when the vehicle decelerates.

  Therefore, in a vehicle including an electric motor as a drive source, it is desired to execute fail-safe during deceleration.

  The present disclosure can be realized as the following aspects.

  A first aspect provides a control device for an electric motor in a vehicle. A control device for an electric motor in a vehicle according to a first aspect includes a first control unit that determines a target torque that is an output target of the electric motor, a monitoring unit that determines a monitored target torque, and when the vehicle decelerates, A fail-safe determination unit that determines whether to execute fail-safe for the electric motor using the target torque and the monitored target torque.

  According to the control device for the electric motor in the vehicle according to the first aspect, in a vehicle including the electric motor as a drive source, fail-safe during deceleration can be performed.

  A second aspect provides a method for controlling an electric motor in a vehicle. The control method of the motor in the vehicle according to the second aspect determines a target torque to be an output target of the motor, determines a monitoring target torque, and when the vehicle decelerates, the target torque and the monitoring target torque are determined. Determining execution of fail-safe for the electric motor using

  According to the control method of the electric motor in the vehicle according to the second aspect, in a vehicle including the electric motor as a drive source, fail-safe during deceleration can be performed. The present disclosure can also be realized as a control program for a motor in a vehicle or a computer-readable recording medium that records the program.

FIG. 1 is an explanatory diagram illustrating an example of a vehicle equipped with a motor control device according to a first embodiment. FIG. 2 is a block diagram showing a functional configuration of a motor control device according to the first embodiment. FIG. 2 is a block diagram illustrating a functional configuration of a vehicle control unit according to the first embodiment. FIG. 2 is a block diagram illustrating a functional configuration of a monitoring unit according to the first embodiment. 9 is a flowchart illustrating a processing flow of a target torque calculation process executed by the vehicle control unit according to the first embodiment. 5 is a flowchart illustrating a processing flow of a monitoring process executed by the monitoring unit during deceleration according to the first embodiment. FIG. 4 is an explanatory diagram showing an example of a required torque map used for determining a required torque. FIG. 4 is an explanatory diagram showing an example of a monitoring request torque map used for determining a monitoring request torque. FIG. 4 is an explanatory diagram showing an example of a map used to determine a detection threshold. Explanatory drawing which shows an example of the map used for determining a detection time. 5 is a time chart showing a change with time in target torque and vehicle deceleration during deceleration. 9 is a flowchart illustrating a processing flow of a monitoring process performed during acceleration by the monitoring unit according to the second embodiment.

  A control device for a motor in a vehicle and a control method for a motor in a vehicle according to the present disclosure will be described below based on some embodiments.

First embodiment:
As shown in FIG. 1, a control device 100 for an electric motor in a vehicle according to the first embodiment is mounted on a vehicle 50 and used. The control device 100 includes a vehicle control unit 10 as a first control unit, a monitoring unit 20, and a motor generator control unit 40 as a second control unit. The motor generator control unit 40 may not be included in the control device 100. The vehicle 50 further includes a motor generator 41, an accelerator opening sensor 31, a vehicle speed sensor 32, a shift position sensor 33, and a one-pedal mode switch 34. The vehicle 50 according to the first embodiment is an electric vehicle including the motor generator 41 as a drive source. The motor generator 41 is, for example, an AC three-phase motor controlled by an inverter included in the motor generator control unit 40, and can function as a motor or a generator. The embodiments in the present specification including the first embodiment are applicable to a vehicle including at least an electric motor as at least all or a part of a driving source. Therefore, the embodiments in the present specification including the first embodiment are not limited to an electric vehicle having a motor generator, but also a hybrid vehicle or a plug-in hybrid vehicle having an internal combustion engine and a motor generator as drive sources, The present invention can be applied to an electric vehicle including an electric motor instead of the electric machine 41.

  The accelerator opening sensor 31 is a sensor that detects an amount of depression of an accelerator pedal as an opening, that is, a rotation angle, and the detected accelerator opening Acc is output as an accelerator opening signal.

  The vehicle speed sensor 32 is a sensor that detects the rotation speed of the wheels 51 and can be provided for each wheel 51. The vehicle speed signal indicating the vehicle speed V output from the vehicle speed sensor 32 is a voltage value proportional to the wheel speed or a pulse wave indicating an interval according to the wheel speed. By using the detection signal from the vehicle speed sensor 32, information such as the vehicle speed and the traveling distance of the vehicle can be obtained.

  The shift position sensor 33 is a sensor that detects the position of a shift lever, for example, parking P, reverse R, neutral N, and drive D. The vehicle control unit 10 can determine whether the vehicle 50 is moving forward or backward based on the detection signal from the shift position sensor 33. The shift lever may determine the shift position by mechanical movement or by an electrical switch operation. Note that the position of the shift lever may include various positions such as the brake B and the manual M.

  The one-pedal mode switch 34 is a switch for switching between realizing an accelerator operation and a brake operation with an accelerator pedal or realizing an accelerator operation with an accelerator pedal and realizing a brake operation with a brake pedal. When the one-pedal mode switch 34 is turned on, for example, when the vehicle speed is not ≠ 0, a negative target torque is set according to the vehicle speed when the accelerator opening is smaller than the predetermined opening, and the brake operation is realized. When the opening is equal to or larger than the predetermined opening, a positive target torque is set and the accelerator operation is realized. Further, when the accelerator opening increases, a positive target torque may be set to execute the accelerator operation, and when the accelerator opening decreases, a negative target torque may be set to execute the brake operation. The negative target torque, that is, the deceleration torque, means deceleration and braking of the vehicle speed, and may be realized by the regenerative operation of the motor generator 41, or may be realized by negatively rotating the motor generator 41, It may be realized by combining these.

  As shown in FIG. 2, an accelerator opening signal, a vehicle speed signal, and a one-pedal mode signal, which is a non-redundant signal, are input to the vehicle control unit 10. On the other hand, an accelerator opening signal and a vehicle speed signal, which are redundancy signals, are input to the monitoring unit 20. The redundant signal is a signal input from the redundant sensor to the vehicle control unit 10 or a signal input from the sensor to the vehicle control unit 10 via a redundant signal line. The non-redundant signal is a signal input to the vehicle control unit 10 from a non-redundant sensor or a signal input to the vehicle control unit 10 from the sensor via a single signal line. Redundancy of the sensor includes, for example, double detection element, signal processing circuit and output unit, single detection element, double signal processing circuit and output unit, single detection element, signal circuit and output unit Means duplication. The signal line redundancy means, for example, a mode in which the sensor and the vehicle control unit 10 are connected by two or more signal lines. On the other hand, a non-redundant sensor means a sensor including a single detection element, a signal processing circuit, and an output unit. Non-redundant signal lines are, for example, a case in which the sensor and the vehicle control unit 10 are simply configured. This means an aspect in which they are connected by one signal line. Note that a redundant signal can be called a signal with high reliability, and a non-redundant signal can be called a signal with low reliability. Note that the non-redundant signal may include, besides the one-pedal mode mode signal, a driving mode switch signal for switching the output characteristics of the motor generator 41 to, for example, any of eco, sports, and normal.

  The vehicle control unit 10 calculates a target torque Tt as an output target of the motor generator 41 using the accelerator opening Acc, the vehicle speed V, and the one-pedal mode Mo. The target torque Tt is calculated by the monitoring unit 20 and the motor generator. It is input to the control unit 40. The monitoring unit 20 calculates the monitoring target torque Ttw using the accelerator opening Acc and the vehicle speed V. The monitoring unit 20 inputs the fail-safe signal F / S to the motor generator control unit 40 according to the comparison result between the monitored target torque Ttw and the target torque Tt. The fail safe signal F / S instructs the motor generator control unit 40 to set the output torque of the motor generator 41 to creep torque [N · m] or 0 [N · m], and the fail safe Is a signal for executing. The motor generator control unit 40 controls the output torque of the motor generator 41 by inputting an M / G control signal to the motor generator 41 so as to realize the target torque Tt from the vehicle control unit 10. The motor generator control unit 40 controls the output torque of the motor generator 41 to creep torque [N · m] or 0 [N · m] according to the fail-safe signal F / S from the monitoring unit 20.

  As shown in FIG. 3, the vehicle control unit 10 includes a central processing unit (CPU) 11, a memory 12, an input / output interface 13, and a bus 14. The CPU 11, the memory 12, and the input / output interface 13 are connected via a bus 14 so as to be capable of bidirectional communication. The memory 12 includes a memory for storing the target torque calculation program P1 for calculating the target torque in a nonvolatile and read-only manner, for example, a ROM, and a memory readable and writable by the CPU 11, for example, a RAM. The memory 12 further stores a required torque map M1 used for calculating the required torque. The required torque map M1 is a map that associates the accelerator opening with the required torque according to the one-pedal mode, and a plurality of maps are prepared for each vehicle speed. The CPU 11 loads the target torque calculation program P1 stored in the memory 12 into a readable / writable memory and executes the target torque calculation program P1 to calculate the required torque. The target torque Tt is calculated using the forward or reverse signal from the shift position sensor 33. To determine. The CPU 11 may be a single CPU, a plurality of CPUs that execute each program, or a multi-core CPU that can execute a plurality of programs simultaneously.

  An accelerator opening sensor 31, a vehicle speed sensor 32, a shift position sensor 33, a pedal mode switch 34, a monitoring unit 20, and a motor generator control unit 40 are connected to the input / output interface 13 via signal lines. A detection signal is input from an accelerator opening sensor 31, a vehicle speed sensor 32, a shift position sensor 33, and a pedal mode switch 34, and at least a redundancy signal is input from the accelerator opening sensor 31 and the vehicle speed sensor 32. A non-redundant signal is input from the pedal mode switch 34. That is, in this embodiment, the accelerator opening sensor 31 and the vehicle speed sensor 32 are redundant sensors, and the one-pedal mode switch 34 is a non-redundant sensor.

  As shown in FIG. 4, the monitoring unit 20 includes a central processing unit (CPU) 21, a memory 22, an input / output interface 23, and a bus 24. The CPU 21, the memory 22, and the input / output interface 23 are connected via a bus 24 so that bidirectional communication is possible. The memory 22 stores a monitoring program P2 for calculating a monitoring request torque, determining an abnormality of the vehicle control unit 10 and determining the execution of the failsafe in a nonvolatile and read-only manner, for example, a ROM, and the CPU 21. It includes a readable and writable memory, for example, a RAM. The memory 22 further stores a monitoring torque map M2 used for calculating the monitoring request torque. The monitoring torque map M2 is a map that associates the accelerator opening with the required torque, and a plurality of maps are prepared for each vehicle speed. The monitoring torque map M2 is associated with an output characteristic which can be set when the one-pedal mode Mo is selected and which has the largest deceleration request torque among the output torque characteristics of the motor generator 41. Alternatively, the monitoring torque map M2 may be associated with a characteristic of the deceleration output torque of the motor generator 41 that can be set when the one-pedal mode Mo is selected. The CPU 21 calculates the monitoring request torque by expanding and executing the monitoring program P2 stored in the memory 22 in a readable / writable memory, and uses the forward or reverse signal from the shift position sensor 33 to monitor the target torque Ttw. Is determined, and the execution of the fail-safe is determined by comparing the target torque Tt with the monitored target torque Ttw. The CPU 21 may be a single CPU, a plurality of CPUs that execute each program, or a multi-core CPU that can execute a plurality of programs simultaneously.

  An accelerator opening sensor 31, a vehicle speed sensor 32, a shift position sensor 33, a vehicle control unit 10, and a motor generator control unit 40 are connected to the input / output interface 23 via signal lines. Detection signals are input from the accelerator opening sensor 31, the vehicle speed sensor 32, and the shift position sensor 33. The detection signal from the non-redundant one-pedal mode switch 34 is not input to the monitoring unit 20.

  The target torque determination processing executed by the control device 100 according to the first embodiment, specifically, the vehicle control unit 10 will be described. The processing routine shown in FIG. 5 is executed when the vehicle 50 is decelerated, that is, when the driver requests deceleration. For example, from the start to the stop of the control system of the vehicle, or the start switch is turned on. After that, the process is repeatedly executed at predetermined time intervals until the start switch is turned off. Whether the driver is requesting deceleration of the vehicle 50 is determined based on the fact that the accelerator opening is reduced when the one-pedal mode Mo is on, and the brake is applied when the one-pedal mode Mo is off. It can be determined based on the pedal operation being performed.

  The CPU 11 acquires the accelerator opening Acc, the vehicle speed V, and the one-pedal mode Mo via the input / output interface 13 (step S100). The CPU 11 calculates the required torque Ta using the acquired accelerator opening Acc, the vehicle speed V, the one-pedal mode Mo, and the required torque map M1 (step S102). As shown in FIG. 7, the required torque map M1 has a characteristic line L1 when the one-pedal mode Mo is on and a characteristic line L2 when the one-pedal mode Mo is off. The characteristic lines L1 and L2 may be corrected according to the vehicle speed V, a plurality of characteristic lines L1 and L2 may be prepared for each predetermined vehicle speed V, or instead of preparing a plurality of characteristic lines L1 and L2, A plurality of torque maps M1 may be prepared for each predetermined vehicle speed V. The CPU 11 determines whether or not the shift position signal SP from the shift position sensor 33 indicates the reverse R (step S104). When the shift position signal SP = R, the CPU 11 determines the target torque Tt = −the required torque Ta (step S106), and ends the processing routine. On the other hand, if the shift position signal SP ≠ R, the CPU 11 determines that the target torque Tt is equal to the required torque Ta (step S108), and ends the processing routine. The determined target torque Tt is input to the monitoring unit 20 and the motor generator control unit 40.

  A monitoring target torque determination process executed by the control device 100 according to the first embodiment, specifically, the monitoring unit 20, will be described. The processing routine shown in FIG. 6 is repeatedly executed at predetermined time intervals, for example, from the start to the stop of the control system of the vehicle or from the start switch being turned on to the start switch being turned off. Further, when the monitoring unit 20 performs a process of determining the execution of the fail safe, that is, a process of comparing the target torque Tt and the monitored target torque Ttw, the monitoring unit 20 functions as a fail safe determining unit. Further, apart from the monitoring unit 20, a fail-safe determination unit that performs a comparison process between the target torque Tt and the monitored target torque Ttw may be provided.

  The CPU 21 acquires the accelerator opening Acc and the vehicle speed V via the input / output interface 23 (step S200). The CPU 21 calculates the monitoring request torque Taw using the acquired accelerator opening Acc and the vehicle speed V and the monitoring torque map M2 (step S202). As shown in FIG. 8, the monitoring torque map M2 indicates a characteristic line L2 corresponding to the output characteristic with the largest deceleration output torque among the output characteristics of the motor generator 41 set when the one-pedal mode Mo is on. Have. The reason why such an output characteristic or the characteristic line L2 is used is that the monitoring unit 20 calculates the monitoring request torque Taw without using the one-pedal mode signal, and the vehicle is required when the one-pedal mode Mo is set to ON. This is to prevent erroneous detection of occurrence of an abnormality related to deceleration. In FIG. 8, in order to facilitate understanding of the abnormality determination, a lower threshold line G <b> 1 indicating a torque threshold at which the monitoring unit 20 determines that an abnormality has occurred in the vehicle control unit 10 is shown. When the one-pedal mode Mo is off, the characteristic line L2 used to determine the required torque Ta is indicated by a broken line, and when the one-pedal mode Mo is off, the monitoring unit 20 causes an abnormality in the vehicle control unit 10. The upper threshold value indicating the torque threshold value determined to be satisfied is indicated by an upper threshold value line G2. The lower threshold line G1 is a line in which a value obtained by adding the detection threshold α to each torque value on the characteristic line L1 is plotted, and the torque value of the lower threshold line G1 is represented by Ttw + α. In the above description, the output torque is synonymous with the monitoring request torque Taw and the monitoring target torque Ttw.

  The CPU 21 determines whether or not the shift position signal SP from the shift position sensor 33 indicates the reverse R (Step S204). When the shift position signal SP = R, the CPU 11 determines the target monitoring torque Ttw = -the required monitoring torque Taw (step S206). When the shift position signal SP ≠ R, the CPU 21 determines that the monitoring target torque Ttw = the monitoring request torque Taw (step S208). The CPU 21 sets a detection threshold value -α (step S210). The detection threshold value α- is a threshold value for determining whether an abnormality has occurred in the vehicle control unit 10 using the target torque Tt and the monitored target torque Ttw when the vehicle 50 decelerates, For example, as shown in FIG. 9, the value is defined as a characteristic line L3 and is a value obtained by reversing the sign of the α value set according to the vehicle speed V. In the present embodiment, the absolute value of the detection threshold value -α also increases as the vehicle speed V increases.

  The CPU 21 sets the detection time t according to the accelerator operation (step S212). The accelerator operation can be referred to as an accelerator operation mode. For example, the accelerator operation amount Acc is used as a parameter for determining the accelerator operation mode. In the present embodiment, the detection time t is set shorter as the accelerator opening Acc increases. More specifically, it is set by the characteristic line L4 and the accelerator opening Acc shown in FIG. In general, the operation range in which the accelerator opening Acc is fully opened is limited, and so-called half throttles and partial throttles are frequently used. Therefore, in the present embodiment, the characteristic line L4 is defined so that the detection time t becomes substantially the same when the accelerator opening Acc exceeds a predetermined accelerator opening Acc, and when the accelerator opening Acc is 0, that is, when the accelerator is off, However, when the accelerator opening Acc is not 0, that is, when the accelerator is on, the detection time t is defined to be short.

  The CPU 21 determines whether or not the difference between the target torque Tt and the monitored target torque Ttw is equal to or smaller than the detection threshold value -α, that is, whether or not Tt-Ttw ≤ -α (step S214). Since the vehicle 50 is being decelerated, some abnormality has occurred in the vehicle control unit 10 when Tt-Ttw takes a negative value. When determining that Tt−Ttw ≦ −α is satisfied (step S214: Yes), the CPU 21 determines that there is a possibility that some abnormality has occurred in the vehicle control unit 10, and decrements the count value C by one. Increment, that is, C = C + 1 (step S216). On the other hand, when determining that Tt−Ttw ≦ −α is not satisfied, that is, when determining that Tt−Ttw> −α is satisfied (step S214: No), the CPU 21 determines that no abnormality has occurred in the vehicle control unit 10, The count value C is cleared, that is, C = 0 (step S218). The CPU 21 determines whether or not the count value C is equal to or longer than the detection time t, that is, whether or not C ≧ t (step S220). If it is determined that C ≧ t (step S220: Yes) Then, the execution of the fail safe is determined (step S222), and this processing routine is ended. When it is determined that C ≧ t is not satisfied, that is, C <t is satisfied (step S220: No), the CPU 21 ends the processing routine without deciding to execute the fail-safe. Note that the count value C can be regarded as a time corresponding to the execution interval time of the processing routine shown in FIG. When the monitoring unit 20 determines to execute the fail-safe, the monitoring unit 20 outputs a fail-safe signal F / S to the motor generator control unit 40 to reduce the output torque of the motor generator 41 to creep torque [N · m] or 0. [N · m].

  An example of a temporal change of the accelerator opening Acc, the target torque Tt, and the output torque Tr of the motor generator 41 when the processing routine of FIGS. 5 and 6 is executed will be described. When the accelerator opening Acc decreases, the target torque Tt also decreases as shown in FIG. 11, and when the difference between the target torque Tt and the monitored target torque Ttw becomes equal to or smaller than the detection threshold value -α, the count value C starts counting. If the difference between the target torque Tt and the monitored target torque Ttw is less than or equal to the detection threshold value -α over the set detection time t, failsafe is executed. As a result, as shown by the broken line L5, fail-safe is executed so that the output torque of the motor generator 41 becomes creep torque or 0, and the unintended deceleration state is released. Alternatively, as shown by the solid line L6, fail-safe is executed in which the target torque Tt is set to the target torque Tt immediately before the difference between the target torque Tt and the monitored target torque Ttw becomes equal to or smaller than the detection threshold value -α. Alternatively, the fall of the output torque Tr of the motor generator 41 may be eliminated.

  According to the control device 100 according to the first embodiment described above, in the vehicle 50 including an electric motor as a drive source, fail-safe can be performed when the vehicle 50 is decelerated with the operation of the electric motor. More specifically, according to the control device 100 according to the first embodiment, when the difference between the target torque Tt and the monitored target torque Ttw becomes equal to or smaller than the detection threshold value -α, the output torque of the motor generator 41 is reduced. A fail-safe in which the creep torque or 0 is performed, or a fail-safe in which the output torque of the motor generator 41 is set to a torque value immediately before the abnormality determination is performed, thereby suppressing the deceleration generated in the vehicle 50 due to the torque difference. As a result, unintended deceleration felt by the driver can be suppressed, and rapid deceleration of the vehicle 50 can be suppressed.

Second embodiment:
In the second embodiment, fail-safe is executed not only at the time of deceleration of the vehicle but also at the time of acceleration. The control device according to the second embodiment has the same configuration as the control device 100 according to the first embodiment, specifically, the same configuration as the monitoring unit 20. Are omitted, and maps and programs required for executing fail-safe during acceleration will be described. The processing routine shown in FIG. 12 is repeatedly executed at predetermined time intervals, for example, from the start to the stop of the control system of the vehicle or from the start switch being turned on to the start switch being turned off.

  The CPU 21 acquires the accelerator opening Acc and the vehicle speed V via the input / output interface 23 (step S300). The CPU 21 calculates the monitoring request torque Taw using the obtained accelerator opening degree Acc and vehicle speed V and the monitoring torque map M2 (step S302). The monitoring torque map M2 has a characteristic line L2 corresponding to the output characteristic in which the output torque is the largest among the output characteristics of the motor generator 41, that is, the output torque corresponding to the accelerator opening Acc is the largest. I have. Further, the characteristic line L2 has a characteristic that the torque difference with respect to the target torque Tt determined by the vehicle control unit 10 according to the other output characteristics of the motor generator 41 is larger when the accelerator is on than when the accelerator is off. I have. The reason why such an output characteristic or the characteristic line L2 is used is that the monitoring unit 20 calculates the monitoring required torque Taw without using a signal for changing the output characteristic of the vehicle, and when the small output characteristic is set. This is to prevent erroneous detection of occurrence of abnormality. The upper threshold line G1 is a line in which a value obtained by adding the detection threshold α to each torque value on the characteristic line L2 is plotted, and the torque value of the upper threshold line G1 is represented by Ttw + α. In the above description, the output torque is synonymous with the monitoring request torque Taw and the monitoring target torque Ttw.

  The CPU 21 determines whether or not the shift position signal SP from the shift position sensor 33 indicates the reverse R (step S304). When the shift position signal SP = R, the CPU 11 determines the monitoring target torque Ttw = -the monitoring request torque Taw (step S306). When the shift position signal SP ≠ R, the CPU 21 determines that the monitoring target torque Ttw = the monitoring request torque Taw (step 3208). The CPU 21 sets the detection threshold α (step S310). In the present embodiment, the detection threshold value α increases as the vehicle speed V increases.

  The CPU 21 sets the detection time t according to the accelerator operation (step S312). The accelerator operation can be referred to as an accelerator operation mode. For example, the accelerator operation amount Acc is used as a parameter for determining the accelerator operation mode. In the present embodiment, as described later, in order to suppress an increase in the vehicle acceleration G and promote a reduction in the vehicle acceleration G, the detection time t is set to be shorter as the accelerator opening Acc becomes larger.

  The CPU 21 determines whether or not the difference between the target torque Tt and the monitored target torque Ttw is equal to or larger than the detection threshold α, that is, whether or not Tt−Ttw ≧ α (step S314). When determining that Tt−Ttw ≧ α (step S314: Yes), the CPU 21 determines that there is a possibility that some abnormality has occurred in the vehicle control unit 10, and increments the count value C by one. That is, C = C + 1 (step S316). On the other hand, if it is determined that Tt−Ttw ≧ α is not satisfied, that is, if Tt−Ttw <α is satisfied (step S314: No), the CPU 21 determines that no abnormality has occurred in the vehicle control unit 10, and determines the count value. C is cleared, that is, C = 0 (step S318). The CPU 21 determines whether or not the count value C is equal to or longer than the detection time t, that is, whether or not C ≧ t (step S320), and when it is determined that C ≧ t (step S320: Yes). Then, the execution of the fail-safe is determined (step S322), and the processing routine ends. When it is determined that C ≧ t is not satisfied, that is, C <t is satisfied (step S320: No), the CPU 21 ends the processing routine without deciding to execute the fail-safe. The count value C can be regarded as a time corresponding to the execution interval time of the processing routine shown in FIG. When the monitoring unit 20 determines to execute the fail-safe, the monitoring unit 20 outputs a fail-safe signal F / S to the motor generator control unit 40 to reduce the output torque of the motor generator 41 to creep torque [N · m] or 0. [N · m].

  According to the control device 100 according to the second embodiment, even when the vehicle 50 is accelerating, occurrence of unintended acceleration by the driver can be suppressed. The second embodiment can be applied in combination with the first embodiment. In this case, it is possible to suppress occurrence of unintended acceleration and deceleration of the vehicle 50 during acceleration and deceleration.

Other embodiments:
(1) In the above embodiment, the electric vehicle including the motor generator 41 has been described as an example. However, each of the above embodiments is applicable to a vehicle including at least a motor as a part or all of a driving source. It is. For example, the present invention is applicable to a hybrid vehicle and an electric vehicle having no regenerative function.

(2) In the above embodiment, the vehicle control unit 10 and the monitoring unit 20 are realized by software by the CPU 11 executing the target torque calculation program P1 and the CPU 21 executing the monitoring program P2. It may be realized in hardware by a programmed integrated circuit or a discrete circuit.

As described above, the present disclosure has been described based on the embodiments and the modified examples. However, the embodiments of the present invention described above are intended to facilitate understanding of the present disclosure, and do not limit the present disclosure. The present disclosure may be modified and improved without departing from the spirit and scope of the claims, and the present disclosure includes equivalents thereof. For example, the embodiments corresponding to the technical features in the respective embodiments described in the summary of the invention, the technical features in the modified examples may be used to solve some or all of the above-described problems, or In order to achieve some or all of the effects, replacement and combination can be performed as appropriate. Unless the technical features are described as essential in the present specification, they can be deleted as appropriate. For example, the control device for the electric motor in the vehicle according to the first aspect is an application example 1, and
Application Example 2: In the control device for an electric motor in a vehicle described in Application Example 2,
The control device for an electric motor in a vehicle, wherein the failsafe determination unit determines the execution of the failsafe when a difference between the target torque and the monitored target torque is equal to or less than a predetermined threshold value.
Application Example 3: In the control device for an electric motor in a vehicle according to Application Example 1 or 2,
The control device for an electric motor in a vehicle, wherein the monitoring unit determines the monitored target torque using an output characteristic of the electric motor including a deceleration torque that can be set according to a non-redundant signal.
Application Example 4: In the control device for an electric motor in a vehicle according to Application Example 1 or 2,
The first control unit uses a signal relating to an accelerator opening, a redundancy signal including a signal relating to the speed of the vehicle, and a non-redundant signal including a deceleration torque setting signal for setting characteristics of deceleration torque by the electric motor. To determine a target torque that is an output target of the motor,
The control device for an electric motor in a vehicle, wherein the monitoring unit determines the monitoring target torque according to an output characteristic in which a deceleration torque is largest among a plurality of the characteristics that can be set according to the non-redundancy signal.
Application Example 5: The control device for an electric motor in a vehicle according to any one of Application Examples 1 to 4, further includes:
A second control unit for controlling the electric motor, wherein the second control unit stops the electric motor in accordance with the determination of the execution of the fail-safe by the fail-safe determining unit; apparatus.
Application Example 6: In the control device for the electric motor in the vehicle according to any one of Application Examples 1 to 5,
The control device for an electric motor in a vehicle, wherein the fail-safe determination unit further determines the execution of fail-safe for the electric motor using the target torque and the monitored target torque during acceleration of the vehicle.
It can be.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle control part, 20 ... Monitoring part, 40 ... Motor generator control part, 41 ... Motor generator, 50 ... Vehicle, P1: Target torque calculation program, P2 ... Monitoring program, 100 ... Control device.

Claims (7)

A control device (100) for an electric motor (41) in a vehicle (50),
A first control unit (10) for determining a target torque to be an output target of the electric motor;
A monitoring unit (20) for determining a monitoring target torque;
A control device for an electric motor in a vehicle, comprising: a fail-safe determination unit (20) that determines whether to execute fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates. The control device for an electric motor in a vehicle according to claim 1,
The control device for an electric motor in a vehicle, wherein the failsafe determination unit determines the execution of the failsafe when a difference between the target torque and the monitored target torque is equal to or less than a predetermined threshold value. The control device for an electric motor in a vehicle according to claim 1 or 2,
The control device for a motor in a vehicle, wherein the monitoring unit determines the monitoring target torque using an output characteristic of the motor including a deceleration torque that can be set according to a non-redundancy signal. The control device for an electric motor in a vehicle according to claim 1 or 2,
The first control unit uses a signal relating to an accelerator opening, a redundancy signal including a signal relating to the speed of the vehicle, and a non-redundant signal including a deceleration torque setting signal for setting characteristics of deceleration torque by the electric motor. To determine a target torque to be an output target of the motor,
The control device for an electric motor in a vehicle, wherein the monitoring unit determines the monitoring target torque according to an output characteristic in which a deceleration torque is largest among a plurality of the characteristics that can be set according to the non-redundancy signal. The control device for an electric motor in a vehicle according to any one of claims 1 to 4, further comprising:
A second control unit (40) that controls the electric motor, the second control unit (40) configured to stop the electric motor in accordance with the determination of the execution of the failsafe by the failsafe determination unit. , A control device for an electric motor in a vehicle. The control device for an electric motor in a vehicle according to any one of claims 1 to 5,
The control device for an electric motor in a vehicle, wherein the fail-safe determination unit further determines the execution of fail-safe for the electric motor using the target torque and the monitored target torque during acceleration of the vehicle. A method for controlling an electric motor in a vehicle, comprising:
Determine a target torque to be an output target of the electric motor,
Determine the monitoring target torque,
Determining the execution of fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates.

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