JP2021093827A - Power transmission mechanism - Google Patents

Abstract

To provide a power transmission mechanism that can integrate the power generated by two motors, can output the integrated power, and can accurately determine the deterioration of one of the motors with a simple configuration.SOLUTION: The power transmission mechanism 10 includes: a power integration mechanism 80 that integrates a first input torque generated by a first motor M1 and a second input torque generated by a second motor M2 to output the output torque from the output shaft; a motor control unit 25 that controls the first motor M1 and the second motor M2 to match the target value of the rotation speed difference to the actual rotation speed difference based on the integral value obtained by an integrator 33 that calculates the integral value by performing time integration of the difference between the target value of the rotation speed difference of the first and second motors M1 and M2 and the actual value which is the actual rotation speed difference in the first and second motors M1 and M2; and an abnormality detection unit 23 that detects abnormalities in the first motor M1 or the second motor M2 based on the integral value.SELECTED DRAWING: Figure 1

Description

The present invention relates to a power transmission mechanism.

Conventionally, as a power transmission mechanism, there is one described in Patent Document 1. This power transmission mechanism includes two motors, a planetary gear mechanism, and a control device. The planetary gear mechanism integrates the power generated by the two motors and outputs the integrated power. Further, the control device outputs information representing the command torque to each of the two motors based on the target value of the output torque output by the planetary gear mechanism and the difference in the rotational speeds of the two motors.

The output characteristics of the motor may be permanently reduced due to use in a high temperature region or the like. However, in the invention of Patent Document 1, there is no means for specifying the deterioration of the motor, and the performance of the deteriorated motor may be significantly deteriorated due to the use of a higher temperature region, the demand for high torque generation, or the like.

Against such a background, Non-Patent Document 1 estimates the temperature of each part (coil or magnet) of the motor from the operating conditions (torque and rotation speed) of the motor, the heat generation MAP for each part, and the model of the thermal network. The method is disclosed, and the deterioration of the motor can be estimated using this method.

Japanese Unexamined Patent Publication No. 2019-103344

Society of Automotive Engineers of Japan Papers Vol.45, No5, Sep2014

In the method of Non-Patent Document 1, a complicated and highly accurate model is required to estimate the temperature of each part, and the labor and time required to create the model become enormous. Further, if there is an abnormality in the temperature sensor, the estimation error becomes large.

Therefore, an object of the present invention is to provide a power transmission mechanism capable of integrating the power generated by two motors, outputting the integrated power, and accurately determining the deterioration of one motor with a simple configuration. ..

In order to solve the above problems, the power transmission mechanism according to the present invention includes a first motor and a second motor, a first input shaft to which the first motor is connected, and a second input shaft to which the second motor is connected. , And a power integration mechanism that has an output shaft and integrates the first input torque generated by the first motor and the second input torque generated by the second motor to output the output torque from the output shaft. The integrated value is calculated by time-integrating the difference between the target value of the rotational speed difference between the first motor and the second motor and the actual value which is the actual rotational speed difference between the first motor and the second motor. A motor control unit that controls the first motor and the second motor so that the target value matches the actual value based on the integrated value, and the integrated value. It includes an abnormality detection unit for detecting an abnormality of the first motor or the second motor.

In the present specification, the motor may be capable of generating only power, or may be capable of generating electric power in addition to generating power.

When calculating the torque command value of each of the two motors, when feedback control is executed in order to realize control that matches the actual value of the rotation speed difference with the target value of the rotation speed difference, the first motor and the second motor The integrated value is calculated by integrating the difference between the target value of the rotation speed difference of the motor and the actual value which is the actual rotation speed difference between the first motor and the second motor.

Further, when one of the two motors deteriorates, the balance of the driving force of the two motors is lost, so that the difference between the target value of the rotation speed difference and the actual value of the rotation speed difference becomes large, and in particular, In the integrated value that integrates these differences over time, the difference between the target value of the rotation speed difference and the actual value of the rotation speed difference appears remarkably. Then, as the deterioration of one of the motors progresses and the deviation between the target value of the rotational speed difference and the actual value of the rotational speed difference increases, the absolute value of the integrated value increases.

Against such a background, according to the present invention, the abnormality detection unit determines an abnormality that detects an abnormality of one of the motors based on the integrated value. Therefore, in comparison with the method of Non-Patent Document 1, it is possible to accurately determine the deterioration of one of the motors with a simpler configuration for each stage.

Further, in the present invention, the maximum torque limiting unit may be provided to limit the maximum torque of the output torque when the abnormality detecting unit detects an abnormality of the first motor or the second motor.

According to this configuration, since the maximum torque of the output torque is limited based on the abnormality of the first or second motor, it is possible to prevent the motor that has detected the abnormality from generating an excessive torque, and the motor that has detected the abnormality can be prevented from generating an excessive torque. It is possible to extend the life. In particular, when the first and second motors are motors with a built-in permanent magnet such as a permanent magnet type synchronous motor (PM motor), the magnet inside the motor that detects the abnormality may be used under harsh conditions. It is possible to avoid a large irreversible demagnetization and a significant decrease in performance.

Further, in the present invention, the motor control unit has a differentiator that differentiates the target value of the rotational speed difference to calculate the differentiating value, and the first motor and the second motor are based on the differentiating value. The motor may be controlled.

When feed-forward control is executed to control the target value of the rotational acceleration difference based on the differential value of only the target value of the rotational speed difference regardless of the actual value of the rotational speed difference, the target value of the rotational speed difference is set with time as the horizontal axis. In the function when the vertical axis is used, the change in the target value with respect to time at the tangent of the function can be immediately corrected regardless of the actual value, and the response when the target value of the rotation speed difference approaches the actual value of the rotation speed difference. The sex can be improved. In other words, by inserting feed-forward control according to the change in the target value (derivative), it is possible to mitigate the sudden change in the value of the integrator due to the sudden change in the target value, and the target of the rotation speed difference. The difference between the value and the actual value of the rotation speed difference can be reduced, and the absolute value of the integrated value is less likely to increase.

According to this configuration, it is possible to reduce the possibility of determining an abnormality of one of the motors even though no abnormality has occurred in the motor, and it is possible to improve the accuracy of determining the deterioration of the motor.

According to the power transmission mechanism according to the present invention, the power generated by the two motors can be integrated and the integrated power can be output, and the deterioration of one motor can be accurately determined with a simple configuration.

It is a schematic configuration of the power transmission mechanism in one embodiment of the present invention. It is a skeleton diagram explaining the power transmission of the vehicle provided with the power integration mechanism of this disclosure. It is a collinear diagram in the power integration mechanism shown in FIG. It is a figure explaining the mechanism of deterioration of a permanent magnet type synchronous motor. It is a figure explaining the operation when an abnormality occurs in the 1st motor, and the deviation between the target value of torque and the actual value of torque becomes remarkable. It is a figure explaining the relationship between the value which subtracted the actual rotation speed difference from the target rotation speed difference, and the value of (e / s) of the integration term. It is a flowchart explaining an example of the determination control of the deterioration of one motor in the control device of this disclosure, and the drive control of the 1st and 2nd motors when the deterioration is determined. It is a figure explaining an example of the method of the abnormality determination of one motor.

Hereinafter, embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. When a plurality of embodiments and modifications are included in the following, it is assumed from the beginning that a new embodiment is constructed by appropriately combining the characteristic portions thereof. Further, in the following examples, the same components are designated by the same reference numerals in the drawings, and duplicate description will be omitted. Further, among the components described below, the components not described in the independent claims indicating the highest level concept are arbitrary components and are not essential components.

FIG. 1 is a schematic configuration of a power transmission mechanism 10 according to an embodiment of the present invention. The power transmission mechanism 10 is mounted on the vehicle. As shown in FIG. 1, the power transmission mechanism 10 includes a control device 15 and an integrated system 70. The integrated system 70 includes a first motor M1, a second motor M2, and a power integration mechanism 80. A first motor M1 and the second motor M2, the torque command value commanded from the controller 15 _{(T M1} hat), is driven by _{(T M2} hat). Further, the power integration mechanism 80 integrates the power (torque) obtained from the first motor M1 and the second motor M2 and outputs a driving force (driving torque).

As shown in FIG. 1, the control device 15 includes an upper control unit 20 and a motor control unit 25. The upper control unit 20 includes a target speed difference specifying unit 21, a target output torque specifying unit 22, an abnormality detecting unit 23, and a maximum torque limiting unit 24. The target speed difference specifying unit 21 specifies a target value of the rotational speed difference between the first motor M1 and the second motor M2 based on, for example, the motor efficiency and the traveling conditions of the vehicle. Further, the target output torque specifying unit 22 specifies a target value of the output torque based on, for example, the opening degree of the accelerator operated by the driver of the vehicle. The operations of the abnormality detecting unit 23 and the maximum torque limiting unit 24 will be described later with reference to FIG. 7. Further, the motor control unit 25 includes an acceleration target value acquisition unit 30 and a torque command value derivation unit 50. Although not described in detail because it is described in Patent Document 1, the torque command value deriving unit 50 receives information on the target value of the output torque received from the target output torque specifying unit 22 and the acceleration target value acquiring unit 30. The first motor M1 that achieves both the target value of the rotational acceleration difference and the target value of the output torque by using the inverse model of the motion model corresponding to the integrated system 70 based on the information of the target value of the rotational acceleration difference. torque command value _{(T M1} hat) and a torque command value of the second motor M2 _{(T M2} hat) to derive their torque command value _{(T M1} hat), _{(T M2} hat) information of the first and second Output to motors M1 and M2.

The acceleration target value acquisition unit 30 performs feedforward control and feedback control to calculate a target value of the rotational acceleration difference. Specifically, the acceleration target value acquisition unit 30 differentiates the target value of the rotational speed difference acquired from the target speed difference specific unit 21 using the following equation (1) with the differentiator 32 to obtain the target value of the rotational acceleration difference. The contribution part by the feed forward control in is calculated.

(Δθ _ff two-dot hat) = (d / dt) (Δθ dot hat) ... (1)

Here, (Δθ _ff two-dot hat) is a contribution portion by feed forward control in the target value of the rotational acceleration difference, and (d / dt) (Δθ dot hat) is the rotation received from the target speed difference specifying unit 21. It is the value obtained by differentiating the target value of the speed difference with respect to time.

In the feedforward control, the contribution portion of the rotational acceleration difference to the target value is calculated only by the target value of the rotational speed difference between the first motor M1 and the second motor M2. Feedforward control is a function when time is the horizontal axis and the target value of the rotation speed difference is the vertical axis, and the change in the target value with respect to time at the tangent line of the function is immediately corrected, and the actual value detected later is actually detected. Since it is executed regardless of the rate of change of the rotation speed difference of, the responsiveness when the target value is brought close to the actual value (the value actually detected) is improved.

Further, the acceleration target value acquisition unit 30 performs feedback control. Specifically, the rotational speed difference (actual measurement value), which is the difference between the two rotational speeds (actual measurement values) obtained from the sensor S attached to the first motor M1 and the sensor S attached to the second motor M2, is the acceleration target value. It is fed back to the acquisition unit 30. Then, the acceleration target value acquiring unit 30, with respect to the difference e of the target value and the actual value of the rotational speed difference, according to the proportional gain k _p and integral gain k _i PI (Proportional-Integral) executes an operation. Specifically, the acceleration target value acquisition unit 30 calculates a contribution portion by feedback control in the target value of the rotational acceleration difference using the following equation (2).

(Δθ _{fb-to-dot hat) = k p e + (1} / s) k i e ··· (2)

Here, (Δθ _fb two-dot hat) is a contribution portion by feedback control in the target value of the rotational acceleration difference. Further, (e / s) is an integrated value calculated by the integrator 33.

If feedback control is used, it is possible to execute control that brings the difference between the target value and the actual value close to zero. The acceleration target value acquisition unit 30 calculates the target value of the rotational acceleration difference based on _{the (Δθ ff two-dot hat) of the above equation (1) and the (Δθ fb} two-dot hat) of the equation (2). The target value of the rotational acceleration difference is _{calculated by adding up (Δθ ff} two-dot hat) and (Δθ _fb two-dot hat). Here, the value of k _p and k _i, by utilizing the inverse model of the motion model corresponding to the integrated system 70, the torque of the first motor M1 to balance target value of the target value and the output torque of the rotation acceleration difference is determined to an appropriate value in deriving the command value (T _M1 hat) and a torque command value of the second motor M2 (T _M2 hat). The control device 15 can be realized by using hardware such as a CPU and a processor, for example. Further, in the realization of the control device 15, a device such as a memory or an electric / electronic circuit may be used as needed.

The motion model corresponding to the integrated system 70 is determined according to the structure of the power integrated mechanism 80. In the specific example shown in FIG. 1, the power integration mechanism 80 having various structures (types) can be used. Next, a specific example of the power integration mechanism 80 using the planetary mechanism will be described. The power integration mechanism 80 may be a mechanism having three shafts, integrating two input torques using two input shafts, and outputting the output torque from one output shaft, which will be described below. It is not limited to specific examples.

FIG. 2 is a skeleton diagram illustrating power transmission of the vehicle 1 provided with the power integration mechanism 80. As shown in FIG. 1, the vehicle 1 includes a power transmission mechanism 10 and an axle 2. Power is transmitted from the output shaft of the power transmission mechanism 10 to the axle 2, and the tire 3 fixed to the axle 2 rotates. The power transmission mechanism 10 includes a first motor M1, a second motor M2, and a power integration mechanism 80. Further, the power integration mechanism 80 has a first sun gear S1, a second sun gear S2, an inner planetary gear P1, an outer planetary gear P2, and a carrier Ca.

The rotational power of the motor M1 is transmitted to the first sun gear S1 via the gear G1, and further transmitted to the first sun gear S1 and the plurality of inner planetary gears P1 that mesh with the first sun gear S1 and the plurality of outer planetary gears P2. Further, the rotational power of the motor M2 is transmitted to the second sun gear S2 via the gear G2, and further transmitted to a plurality of outer planetary gears P2 that mesh with the second sun gear S2, and is transmitted to the inner planetary gear P1 that meshes with the outer planetary gear P2. Be transmitted. As a result, the integrated power in which the rotational power of the motor M1 and the rotational power of the motor M2 are integrated is transmitted to the inner planetary gear P1. The vehicle 1 rotates the tire 3 by transmitting the integrated power transmitted by the inner planetary gear P1 to the axle 2 via the carrier Ca.

FIG. 3 is a collinear diagram in the specific example shown in FIG. The alignment chart, and the rotational speed of the second sun gear S2, which receives torque T _M2 of the second motor M2 via the gear G2, and the rotation speed of the carrier Ca for transmitting the output torque T _c on the axle 2, a first motor The relationship is such that the rotational speed of the first sun gear S1 that receives the torque TM1 of _{M1 via the gear G1 is connected by a straight line.} The ratio of the distance a between the left line and the center line and the distance b between the right line and the center line is determined by the number of teeth of the first sun gear S1 and the number of teeth of the second sun gear S2. Will be done. Rotational speed of the first sun gear S1 is correlated with the torque _{T M1} of the first motor M1, the rotation speed of the second sun gear S2 is correlated with the torque _{T M2} of the second motor M2. Further, the rotation speed of the carrier Ca having a correlation with the output torque _Tc of the carrier Ca is determined by the rotation speed of the first sun gear S1 and the rotation speed of the second sun gear S2.

Next, the deterioration of the motors M1 and M2, the problem when one of the first motor M1 and the second motor M2 is deteriorated, and the operation when one of the first motor M1 and the second motor M2 is deteriorated will be described. .. First, with reference to FIG. 4, deterioration of the motor will be described by taking a permanent magnet type synchronous motor (PM motor), which is often used in electrically driven vehicles, as an example.

The permanent magnet type synchronous motor has a structure in which a permanent magnet is fitted in a rotor, and has a characteristic that the magnetic flux of the magnet decreases when the internal magnet becomes high in temperature. Here, in the normal temperature range, as shown in FIG. 4A, the magnet magnetic flux that has decreased due to the high temperature recovers to the original magnet magnetic flux when the temperature decreases.

However, when the permanent magnet type synchronous motor is used up to a region where the temperature is higher, a phenomenon occurs in which the magnetic flux of the magnet does not return even if the temperature drops, as shown in FIG. 4 (b). Specifically, if a strong magnetic flux acts on the permanent magnet from the external coil while the permanent magnet type synchronous motor is used in the high temperature range, the direction of the magnetic flux possessed by the permanent magnet changes and even if the temperature drops. The magnetic flux direction of the permanent magnet does not return to the original magnetic flux direction. When such a phenomenon occurs, the output characteristics of the motor are permanently deteriorated. Against this background, if the deterioration of the motor cannot be specified and the motor is continuously used under more severe conditions, the permanent magnet inside the motor may cause a large irreversible demagnetization and the motor performance may be significantly deteriorated.

Next, with reference to FIG. 5, the operation when an abnormality occurs in the first motor M1 and the deviation between the torque command value and the actual torque value becomes remarkable will be described. When an abnormality occurs in the first motor M1, the torque of the first sun gear S1 and the torque of the second sun gear S2 are compared with the collinear diagram when the first and second motors M1 and M2 shown in FIG. 5A are normal. The torque of the first sun gear S1 tries to decelerate, while the second sun gear S2 tries to accelerate. Then, as shown by an arrow A in FIG. 5B, a moment force that causes the collinear diagram to move downward to the right acts on the power integration mechanism 80. However, the actual motion, since the integral term in the feedback control in which the acceleration target value acquiring unit 30 of the rotational speed difference is performed ((1 / s) k i e) is on, the absolute value of the integral term is increased, As a result, the torque command value ( _TM1 hat) of the first motor M1 increases, while the torque command value ( _TM2 hat) of the second motor M2 decreases, which is shown by arrow B in FIG. 5 (c). The moment force acts on the power integration mechanism 80. Then, this moment force acts to cancel the moment force shown by the arrow A in FIG. 5 (b), thereby trying to maintain the balanced state in the normal collinear diagram shown in FIG. 5 (a).

FIG. 6 is a diagram for explaining the relationship between the value obtained by subtracting the actual value of the rotation speed difference from the target value of the rotation speed difference and the value of (e / s) of the integration term, and one of the motors deteriorates. It is a figure explaining the behavior of the value of the integral value (e / s) of the integral term in the state which tries to maintain the balance state in a normal collinear diagram.

In FIG. 6, assuming that the starter motor of the vehicle is driven at a certain time t1 and the target value of the rotation speed difference is specified as c [rpm] (c> 0), the actual value of the rotation speed difference actually measured is assumed. f rises later than the time t1 and fluctuates up and down with the passage of time with the target value c [rpm] of the rotation speed difference as a boundary. Here, the actual value f of the rotation speed difference is calculated from the area S1 (the target value c [rpm] of the rotation speed difference) in the region where the value of the actual value f of the rotation speed difference is smaller than the target value c [rpm] of the rotation speed difference. The time integration of the subtracted values) is calculated as a positive integrated value, and the area S2 (target of rotation speed difference) in the region where the actual value f of the rotation speed difference is larger than the target value c [rpm] of the rotation speed difference. The time integration of the value obtained by subtracting the actual value f of the rotation speed difference from the value c [rpm]) is calculated as a negative integrated value. Therefore, in FIG. 6, the integrated value monotonically increases from time t1 to t2, and decreases monotonically from time t2 to t3.

Against such a background, when one of the motors deteriorates, the actual value f of the rotation speed difference actually reproduced with respect to the target value of the rotation speed difference is the rotation speed predicted with respect to the target value of the rotation speed difference. It becomes smaller than the value of the difference, and as a result, the integrated value calculated by time-integrating the value obtained by subtracting the actual value of the rotation speed difference from the target value of the rotation speed difference becomes large. The increase in the integrated value increases as the degree of deterioration of one of the motors increases and the difference between the target value c of the rotational speed difference and the actual value f of the rotational speed difference increases.

In this way, the difference between the target value of the rotational speed difference and the actual value of the rotational speed difference appears remarkably in the integrated value (e / s), and the absolute value of the integrated value (e / s) is one of the motors. It becomes larger as the deterioration of the Therefore, the integrated value (e / s) can be used as an index (scale) of deterioration of one of the motors. The controls of the present disclosure make good use of this principle. Next, the control of the present disclosure will be described.

FIG. 7 is a flowchart illustrating an example of a deterioration determination control of one motor and a drive control of the first and second motors when the deterioration is determined in the control device of the present disclosure. With reference to FIG. 7, when the starter motor of the vehicle is driven, the control is started, and in step S1, the acceleration target value acquisition unit 30 performs an integration term (integration term () based on the target value of the rotation speed difference and the actual value of the rotation speed difference. calculating the absolute value of _{(1 / s) k i e} ). Subsequently, in step S2, the abnormality detection unit 23 (see FIG. 1) determines whether or not the absolute value of the integration term calculated by the acceleration target value acquisition unit 30 is equal to or greater than the first threshold value. The first threshold value is, for example, the integral in which deterioration of the motor is detected in a test for investigating the relationship between the absolute value of the integration term and the occurrence of deterioration of one motor, which is performed using the same mechanism as the main power transmission mechanism 10. Set to the absolute value of the term. If a negative determination is made in step S2 and it is determined that there is no abnormality in both motors, the process proceeds to step S3, and the torque command value deriving unit 50 receives the target value of the output torque from the target output torque specifying unit 22. and information (T _c hat), based on the information of the target value of the rotational acceleration difference received from the target acceleration value acquiring unit 30 outputs information of the torque command value (T _M1 hat) to the first motor M1, The torque command value ( _TM2 hat) information is output to the second motor M2. After that, the control becomes a return, and steps S1 and subsequent steps are repeated.

On the other hand, if an affirmative determination is made in step S2, the process proceeds to step S4, the target output torque specifying unit 22 calculates the target value of the output torque, and in the following step S5, the maximum torque limiting unit 24 (see FIG. 1) , It is determined whether or not the target value of the output torque is equal to or higher than the second threshold value. The second threshold value is the maximum torque (limit torque) of the output torque set to prevent the motor from suddenly deteriorating when an abnormality occurs in one of the motors.

If a negative determination is made in step S5, the process proceeds to step S6, the target output torque specifying unit 22 outputs the information of the target value of the output torque calculated in step S4 to the torque command value deriving unit 50, and then the step. S3 and below are repeated. On the other hand, if an affirmative determination is made in step S5, the process proceeds to step S7, and the target output torque specifying unit 22 receives information from the maximum torque limiting unit 24 that sets the value of the second threshold value as the target value of the output torque. The information of the second threshold value is output to the torque command value derivation unit 50, and then steps S3 and subsequent steps are repeated. Note that this control may be terminated when all the motors and engines are stopped.

As described above, according to the power transmission mechanism 10 of the present disclosure, the abnormality detection unit 23 determines an abnormality that detects an abnormality of one of the motors M1 (or M2) based on the integrated value (e / s). Therefore, the deterioration of one of the motors M1 (or M2) can be accurately determined with a simple structure in each stage by comparison with the method of Non-Patent Document 1.

_{Further, since the maximum torque of the target value (Tc} hat) of the output torque is controlled based on the abnormality of the first or second motor M1 (or M2), the first or second motor M1 (or M2) in which the abnormality is detected is controlled. It is possible to extend the life.

Furthermore, by introducing feedforward control according to the change in the target value (derivative), the difference between the target value of the rotation speed difference and the actual value of the rotation speed difference is small, and the absolute value of the integrated value is large. Since it is difficult for the motor to become abnormal, it is possible to reduce the possibility that the motor is determined to be abnormal even though no abnormality has occurred in the motor, and it is possible to increase the accuracy of the deterioration determination of the motor.

The present invention is not limited to the above-described embodiment and its modifications, and various improvements and modifications can be made within the scope of the claims of the present application and the equivalent scope thereof.

For example, in the above embodiment, the power transmission mechanism 10 limits the maximum torque _{of the target value (Tc} hat) of the output torque when the abnormality detection unit 23 detects an abnormality of one of the motors M1 (or M2). Although the case where the limiting unit 24 is provided has been described, the power transmission mechanism may not include the maximum torque limiting unit.

Further, when the abnormality detection unit 23 detects an abnormality of one motor M1 (or M2), no notification is given, but when the abnormality detection unit detects an abnormality of one motor, a display unit installed in the vehicle is displayed. , May indicate that an abnormality has occurred in the motor.

Further, the motor control unit 25 has a differentiator 32 that performs feed-forward control, differentiates the target value of the rotation speed difference, and calculates the differentiating value, and the first motor M1 and the first motor M1 and the differentiating value are calculated based on the differentiating value. The second motor M2 was controlled. However, the motor control unit does not have to perform feedforward control and does not have to differentiate the target value of the rotational speed difference.

Further, as shown in FIG. 8, when the absolute value of the integral term _{((1 / s) k i} e) is equal to or greater than the threshold value d, to determine an abnormality of one of the motor M1 (orM2). However, the abnormality detection unit may determine the abnormality of one of the motors M1 (or M2) based on the integrated value.

Specifically, the absolute value of the integral term ((1 / s) k i e) may exceed the threshold value of determination short time only temporarily deteriorated. Thus, for example, the absolute value of the integral term _{((1 / s) k i} e) is a predetermined time, may determine an abnormality of one of the motors M1 (ORM2) if it exceeds the continuous threshold.

Or, the integral term in between the vehicle is started a predetermined time ((1 / s) k i e) of the value obtained by a predetermined factor the maximum value of the absolute value as a first threshold value, the integral term ((1 / s) the absolute value of k i _e) is, when it becomes more than a first threshold value, it may be determined that one of the motors M1 (ORM2) becomes abnormal.

Further, in those methods, the determination of the abnormal one of the motors M1 (ORM2), the integral term is used the absolute value of _{((1 / s) k i} e), one of the motors M1 abnormalities of (ORM2) The determination may be made with any value including e / s, and for example, (e / s) ^N (where N is an arbitrary number) may be used. As described above, the determination of the abnormality of one of the motors M1 (or M2) can be executed by innumerable methods, and may be executed by any method as long as it is a method based on the integrated value.

10 Power transmission mechanism, 15 Control device, 20 Upper control unit, 21 Target speed difference identification unit, 22 Target output torque specification unit, 23 Abnormality detection unit, 24 Maximum torque limit unit, 25 Motor control unit, 30 Acceleration target value acquisition unit , 32 Differentiator, 33 Integrator, 50 Torque command value derivation unit, 70 Integrated system, 80 Power integrated mechanism, M1 1st motor, M2 2nd motor.

Claims (3)

With the first motor and the second motor
It has a first input shaft to which the first motor is connected, a second input shaft to which the second motor is connected, and an output shaft, and the first input torque generated by the first motor and the second motor. A power integration mechanism that integrates the second input torque generated by and outputs the output torque from the output shaft,
The integrated value is calculated by time-integrating the difference between the target value of the rotation speed difference between the first motor and the second motor and the actual value which is the actual rotation speed difference between the first motor and the second motor. A motor control unit that has an integrator and controls the first motor and the second motor so that the target value matches the actual value based on the integrated value.
A power transmission mechanism including an abnormality detection unit that detects an abnormality of the first motor or the second motor based on the integrated value. The power transmission mechanism according to claim 1, further comprising a maximum torque limiting unit that limits the maximum torque of the output torque when the abnormality detecting unit detects an abnormality of the first motor or the second motor. The motor control unit has a differentiator that differentiates the target value of the rotational speed difference to calculate the differential value, and controls the first motor and the second motor based on the differential value. Item 2. The power transmission mechanism according to Item 1 or 2.

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