JP3204968B2 - Electric vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[Industrial applications]

The present invention relates to a vehicle equipped with a motor, its acceleration / deceleration,
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device and a vehicle control method for controlling a motion such as turning, and more particularly to a vehicle, a vehicle control device, and a vehicle control method that can safely run or stop even when a microprocessor has an abnormality.

[0002]

[Prior art]

In general, an electric vehicle driven by a motor has less exhaust gas such as nitrogen oxides than a gasoline vehicle driven by gasoline, and is an important device for preserving the global environment. Conventionally, as an electric vehicle control device, Japanese Unexamined Patent Publication No.
As described in Japanese Patent Application Laid-Open No. 102-138002 and Japanese Patent Application Laid-Open No. 62-138002, a driving method is known in which left and right tires are independently driven by a plurality of motors. This method is superior to the method in which the left and right tires are driven by a single motor in motion control performance in the yaw direction, and is characterized in that the vehicle can easily turn in the direction indicated by the steering wheel.

[0003]

[Problems to be solved by the invention]

However, the above-mentioned prior art is intended to improve the kinetic performance of the electric vehicle, and no consideration is given to ensuring the reliability against the abnormality of the control device. for that reason,
At the time of breakdown, there is a possibility that the vehicle may move in a direction different from the driver's will, and there has been a problem.

It is an object of the present invention to prevent a motor driven by a microprocessor from being abnormally accelerated or decelerated when an abnormality occurs in a microprocessor used in a control device, and to safely stop a vehicle. It is to provide a vehicle control device and a vehicle control method that can be used. Another object of the present invention is to provide a vehicle control device capable of safely driving a vehicle at a low speed when a plurality of microprocessors are operating normally, a vehicle including the same, and a vehicle control method. is there.

[0005]

[Means for Solving the Problems]

A vehicle control device of the present invention that achieves the above object is a device that controls a vehicle using at least three or more microprocessors, wherein the microprocessor monitors an operation state of another microprocessor to thereby control the operation of another vehicle. A function of detecting abnormality of the microprocessor, at least two of the microprocessors are a plurality of microprocessors respectively controlling a plurality of motors that independently drive wheels, and the three or more microprocessors An abnormal microprocessor is specified in accordance with the result of the abnormality detection, and the processing performed by the microprocessor specified as abnormal is controlled within a range in which another microprocessor replaces and restricts the running state of the vehicle. It is characterized by the following.

A vehicle control method according to the present invention for achieving the above object calculates a speed command by a vehicle control microprocessor and outputs the speed command to a plurality of motor control microprocessors. The vehicle control microprocessor and the plurality of motor control microprocessors by controlling a plurality of motors, independently driving at least two wheels by the plurality of motors, and monitoring operation states of the microprocessors with each other. Abnormality, and identifies an abnormal microprocessor according to the abnormality detection result, and replaces the processing performed by the microprocessor identified as abnormal with another microprocessor to limit the traveling state of the vehicle. It is characterized in that control is performed within the specified range.

A vehicle of the present invention that achieves the above object has a plurality of motors that independently drive wheels, controls each of the plurality of motors, and monitors an operation state of another microprocessor to detect an abnormality thereof. And a vehicle microprocessor having a function of outputting a speed command to the plurality of motor microprocessors, monitoring the operating state of another microprocessor, and detecting an abnormality thereof. An abnormal microprocessor is identified in accordance with the abnormality detection result of the motor microprocessor and the vehicle microprocessor, and the processing performed by the microprocessor identified as abnormal is replaced by another microprocessor. The driving state is controlled within a limited range.

[0008]

[Action]

First, the control means includes a vehicle microprocessor for controlling the motion of the automobile and left and right motor microprocessors for controlling the speed of each of the plurality of motors. Normally, the vehicle microprocessor inputs the depression amounts of the accelerator pedal and the brake pedal operated by the driver, the steering angle of the steering wheel, and the like, and calculates the vehicle speed command from the depression amounts of the accelerator pedal and the brake pedal. Further, the speed commands of the left and right motors are calculated by respectively correcting the speed commands of the vehicle according to the steering angle of the steering wheel, and the speed commands are output to the respective left and right motor microprocessors. In response to this speed command,
Each motor microprocessor performs speed control by feeding back the speed of each motor. Further, a voltage command is given by performing current control for controlling each current based on a current command obtained from the speed control. The control means outputs control pulses to the power conversion means so that the voltage command is obtained. Each of the power conversion means generates an output voltage to be supplied to the motor by the control pulse. As a result, each motor drives the left and right tires. By the above operation, the automobile can travel as the driver intends.

Here, the microprocessor used for the control means outputs a watchdog signal for inverting the signal level at regular intervals in order to indicate to other microprocessors that the microprocessor is operating normally. In addition, these signals are constantly monitored by each microprocessor to confirm whether or not the signals are inverted within a predetermined time. If it is confirmed that the microprocessor is inverted, it is regarded that the confirmed microprocessor is normal and outputs an operation confirmation signal indicating that the confirmed microprocessor is normal. If the watchdog signal has not been inverted for a predetermined time or more, the operation confirmation signal is inverted to output that the watchdog signal is determined to be abnormal. These signals are input to other microprocessors and fail-safe circuits. Each microprocessor performs a control operation while confirming that all the microprocessors are normal. If either is abnormal,
An abnormal-time process is performed so that the microprocessor can be safely stopped in accordance with the content of the process in charge of the abnormal microprocessor. Further, the failsafe circuit stops the control pulse when a plurality of microprocessors output an abnormality of a certain microprocessor. Then, the driver is notified that the abnormality has occurred, and the vehicle is safely stopped.

After stopping, if it can be confirmed that the abnormal microprocessor is the motor microprocessor and the other microprocessors are normal, the speed limit is set to a predetermined value, and the normal speed is set. With just the microprocessor,
Drive the motor. As a result, the vehicle travels at a speed that can be safely stopped even in the event of an abnormality, so that the vehicle can be promptly moved to a repair shop.

[0011]

【Example】

An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 shows an embodiment in which the front wheels of an electric vehicle are independently driven by an induction motor. Left front wheel in electric vehicle
1a and the right front wheel 1b are connected to a left induction motor 3a and a right induction motor 3b via reduction gears 2a and 2b, respectively. These induction motors 3a and 3b are supplied with AC power converted from DC power of the battery 5 by the inverter control device 4,
Thereby, the respective induction motors 3a and 3b are driven.

Main control signals from the controller 6 to the inverter control device 4 include a left and right current command for instructing the magnitude and phase of the current of the left and right motors, and a left and right carrier for controlling the carrier of the left and right phase command and the PWM signal. There are a command, a start / stop signal for instructing start / stop of the PWM signal, and a contactor signal for switching the main circuit.

The main signals from the inverter control device 4 to the controller 6 are the average of the right and left currents flowing through the motor, the temperature of the power elements used in the inverter, ie, the right and left IGBT temperatures, and the gate signal and the voltage between the collector and emitter. This is an IGBT failure signal that detects a failure of the element from the relationship, and an overvoltage protection signal that notifies the controller that an overvoltage protection circuit that protects an overvoltage generated during regeneration or the like has been activated. These are mainly signals intended for protection.

The controller 6 inputs various signals for detecting the motion of the vehicle, performs vehicle control calculations so as to achieve the desired vehicle motion of the driver, and calculates the respective speed commands of the left and right induction motors. . Next, a speed control calculation is performed so that the speed commands are obtained, and a current command and a phase command are calculated, and then output to the inverter control device 4.

When there is an abnormality in the inverter control device 4 or the controller 6 and the battery 5 needs to be cut off, the breaker 7 can be cut off by any of the FFB trip signals from each.

Next, the configuration of the controller 6 which is a feature of the present invention will be described. The controller 6 includes a vehicle microprocessor 8, a left motor microprocessor 9a, a right motor microprocessor 9b, a fail-safe circuit 10, an input circuit 11, and an output circuit 12. The vehicle microprocessor 8 includes signals such as an accelerator amount, a brake amount, a steering angle, and the like, which are instructed by the driver, and a signal related to vehicle operation of the vehicle, that is,
Each wheel speed, motor speed, yaw rate, longitudinal acceleration, lateral acceleration, etc. are input from the input circuit 11 and the left and right induction motors
It is used to calculate the optimum speed commands ω _L ^* and ω _R ^* for 3a and 3b, respectively.

The left motor microprocessor 9a and the right motor microprocessor 9b perform speed control calculations of the induction motors 3a and 3b based on the speed command ω _L ^* or ω _R ^* obtained from the vehicle microprocessor 8, respectively. Is calculated. This result is output to the inverter control circuit 4 through the output circuit 12.

Further, the vehicle microprocessor 8, the left motor microprocessor 9a, and the right motor microprocessor 9b respectively output signals for monitoring runaway of the microprocessors, and it can be confirmed that they are operating normally. Is output. Thus, the fail-safe circuit 10 has a circuit configuration that outputs a start / stop signal and a contactor signal using control signals of two or more normal microprocessors among the three microprocessors.

Next, FIG. 2 shows a control operation performed by the vehicle microprocessor 8, the left motor microprocessor 9a, and the right motor microprocessor 9b of the controller 6. The control by the vehicle microprocessor 8 includes a speed command ω for controlling acceleration and deceleration in the front-rear direction based on the operation of the accelerator and the brake.
^* And a speed difference command Δω ^* for controlling the vehicle in the yaw direction using the steering angle of the steering wheel as a command ^.
From the speed difference calculation unit 14.

First, in the speed calculator 13, the acceleration command calculator 15 performs an acceleration command calculation based on the accelerator amount. Here, as the accelerator amount increases, the output acceleration command increases,
When the speed command increases, the acceleration command decreases. Further, the accelerator offset amount detection unit 16 calculates the offset amount from the accelerator switch signal for confirming that the depression has been made and the accelerator amount. That is, the offset amount is detected by storing the accelerator amount when the accelerator switch signal is input, and the acceleration amount is output to the acceleration instruction calculation unit 15 so that the acceleration instruction is not output with the accelerator amount less than that. Similarly, the deceleration command calculator 17 calculates the magnitude of the deceleration command according to the brake amount. The brake offset amount detection unit 18 also calculates the offset amount from the brake switch signal and the brake amount in order to consider the play of the brake depression, and outputs the calculated offset amount to the deceleration command calculation unit 17.

The acceleration / deceleration switching unit 19 determines which of the acceleration command and the deceleration command is used as the acceleration command. That is, when there is a brake switch signal, the deceleration command is set as the acceleration command regardless of the magnitude of the acceleration command. Also,
Only when the brake switch signal is off and there is an accelerator switch signal, the acceleration command is set as the acceleration command. As a result, the deceleration command is given priority, and safety can be improved.

The speed command calculation unit 20 increases or decreases the value of the current speed command ω ^* according to the acceleration command. The maximum value of the speed command differs depending on whether the vehicle is moving forward, moving backward, or parking. Therefore, when the signal is in the D-range signal indicating forward travel, the rated maximum speed is set, and in the R range indicating reverse drive, the absolute value lower than the rated maximum speed is set to a negative value.
Set to 0 for range. This corresponds to a forward, reverse, and parking gear change of a normal gasoline-powered vehicle. The speed command is calculated by the above method.

Next, the speed difference calculator 14 will be described. The wheel speed difference is necessary when traveling on a curve, and is controlled as follows. First, the steering angle of the steering wheel and the average vehicle speed calculated by the vehicle speed calculation unit 22 are input to the yaw rate calculation unit 21, and a yaw rate command is calculated based on these signals. That is, when the steering angle is large and when the vehicle speed is large, the yaw rate must also be large, so the calculation is performed so that the yaw rate command becomes large. The vehicle speed calculation unit 22 inputs the left front wheel speed, the right front wheel speed, the left rear wheel speed, and the right rear wheel speed,
The average vehicle speed is calculated. Next, the yaw rate command is compared with the actually measured yaw rate of the vehicle, and the yaw rate control calculation unit 23 performs a proportional integral calculation based on the difference between the yaw rate command and the yaw rate. By this calculation, a wheel speed difference command is output.

[0024] In the wheel speed difference calculating unit 24 inputs a left motor speed omega _L and right motor speed omega _R, are calculated the speed difference. The result of calculating the difference between the wheel speed difference command and the wheel speed difference is used as the wheel speed difference control unit 25.
And a speed difference command Δω ^* is calculated by proportional integration calculation. The left speed command ω _L ^* is obtained by subtracting the speed difference command Δω ^* from the speed command ω ^* . The right speed command Δω _R ^* is calculated by adding the speed difference command Δω ^* to the speed command ω ^* . These calculation results are input to the left motor microprocessor 9a and the right motor microprocessor 9b, respectively.

The control operation performed by the left motor microprocessor 9a and the right motor microprocessor 9b is a vector control method of an induction motor as shown in FIG. The operation performed by the left motor microprocessor 9a will be described. In the speed control unit 26a, the left speed command ω _L ^* and the left motor speed ω ₁
The speed control calculation is performed based on the difference between the two to calculate the torque command τ ^* . In weakening the excitation calculating unit 27a, for controlling the magnitude of the magnetic flux of the left induction motor 3a by left motor speed omega _L, it calculates a magnetic flux command phi ^*. The excitation current command I _M is calculated based on the magnetic flux command φ ^* , but the excitation current calculation unit 28a performs a first-order lag calculation in consideration of the circuit time constant of the induction motor to calculate the excitation current command I _M. . Since the torque τ of the induction motor proportional to the value obtained by multiplying a torque current orthogonal to the exciting current, the torque current in the torque current calculator 29a command I _T
It is obtained by dividing the torque command τ by the excitation current command I _M. Orthogonal torque current command I _T and excitation current command I _M
Is the primary current command, so the left current command
I _L ^* is a torque angle command _{Ｌ L} ^* by the current command calculation unit 30a ^.
Can be calculated by the calculation method shown in FIG. 2 by the torque angle calculator 31a.

The slip speed calculator 32a calculates a slip speed command ω _S of the induction motor from the torque command τ ^* and the magnetic flux command φ ^* . Since the slip speed command ω _S is proportional to the torque command τ ^* and inversely proportional to the square of the magnetic flux command φ ^* , the slip speed calculation unit
This operation is performed in 32a. Rotational speed command omega ₁ ^* of the exciting current is obtained by adding the speed omega _S slip to the left motor speed omega _L, the integrator rotation in 33a speed command omega ₁
^* Excitation current by integrating the command I _M phase, i.e., to obtain the excitation current phase command theta _LO ^*. The left phase command θ _L ^* can be calculated by adding the exciting current phase command θ _LO ^* and the torque angle command _{Ｌ L} ^* .

The left current command I _L ^* and the left phase command θ _L ^* obtained by the above method are primary current command vectors when viewed from the stationary coordinate system. Further, in the carrier command calculation section 34a,
It changes the amplitude of the carrier wave by the left motor speed omega _L. The purpose is to increase the gain of the current control system by the amplitude of the carrier when the left motor speed ω _L increases. Similar calculations are performed for the right motor microprocessor 9b. The control method performed inside the controller 6 has been described above.

FIG. 3 shows details of the inside of the inverter control device 4. The left current command I _L ^* and the left phase command θ _L ^* calculated by the left motor microprocessor 9a are input to the AC current command circuit 35a. In this AC current command circuit 35a,
A U-phase current command i _U ^* and a V-phase current command i _V ^* are calculated from the left current command I _L ^* and the left phase command θ _L ^* . Next, in the current control circuit 36a, a feedback control operation is performed using the U-phase current command i _U ^* and the U-phase current i _U to calculate a U-phase voltage command v _U ^* . Similarly, a V-phase voltage command v _V ^* is obtained from the V-phase current command i _V ^* and the V-phase current i _V. Further, since ^{_{i U * + i V * +}} i W * = 0 i U + i V + i W = 0 satisfies the following equation that, from Similarly, W-phase current command also W-phase voltage command i _W ^* and W-phase current i _W can get. PWM
The control circuit 37a generates a PWM signal of each phase by matching the voltage command with the left carrier command.
These PWM signals control the inverter 39 through the gate driver 38a. The inverter 39 drives the left induction motor 3a through the contactor 40. The current detection circuit 41a detects the currents i _U and i _V flowing through the U and V phases of the inverter, and also detects the left average current. This is input to the overcurrent protection circuit 42a, and when it is determined that an overcurrent has occurred, the operation of the PWM control circuit 37a is stopped.

[0029] The IGBT failure circuit 43a is connected to the signal of the gate driver 38a and the IGBT.
A failure is detected from the voltage between the terminals. Here, when it is determined that the IGBT has failed, the left IGBT failure signal is input to the PWM control circuit 37a, and the PWM signal is stopped. Driving the right induction motor 3b is performed in a similar manner, and thus the description is omitted. Further, the overvoltage protection circuit 44 detects the input voltage of the inverter 39, and when it is determined that the voltage is overvoltage, turns on the protection switch 45 to prevent the IGBT from being damaged by the overvoltage. In addition, FFB
The FFB trip signal is generated when the drive circuit 46 generates a left IGTB failure signal and a right IGBT failure signal.

Next, an abnormality detection method by mutual monitoring, which is a feature of the present embodiment, will be described with reference to FIG. Since the exchange of signals with the outside has been described with reference to FIG. 1, the internal signals will be described here. The vehicle microprocessor 8, the left motor microprocessor 8a, and the right motor microprocessor 8b generate vehicle watchdog pulses, left watchdog pulses, and right watchdog pulses by software, respectively. These watchdog pulses are input to the other two microprocessors.
That is, the vehicle microprocessor 8 inputs the left watchdog pulse and the right watchdog pulse, and checks whether or not these signals change every predetermined time.

If these signals change, it is determined that the left motor microprocessor 8a and the right motor microprocessor 8b are operating normally. Conversely, if the watchdog pulse does not change even after a predetermined time has elapsed, the left motor microprocessor 8a or the right motor microprocessor
8b is determined to be abnormal. At that time, the left microcomputer abnormality V signal from the vehicle microprocessor 8 or
The right microcomputer abnormal V signal is generated and the fail-safe circuit 10
Is being entered. Similarly, the left motor microprocessor
8a, the right motor microprocessor 8b also determines the abnormality of the other microprocessor by each watchdog pulse, and determines the right microcomputer abnormality L, the vehicle microcomputer abnormality L, the left microcomputer abnormality R, and the vehicle microcomputer abnormality R as a fail-safe circuit.
Output to 10.

The vehicle microcomputer abnormality L signal and the vehicle microcomputer abnormality R
The signals are also output to other motor microprocessors. This is because when the vehicle microprocessor 8 breaks down, the states of the accelerator and the brake cannot be known. Therefore, the left and right motor microprocessors 9a and 9b need to gradually stop while synchronizing the motor speeds. This is to ensure that the microprocessors 9a and 9b both notify that the vehicle microprocessor 8 has determined that the vehicle microprocessor 8 is abnormal.

From the vehicle microprocessor 8 to the fail-safe circuit 10
There are FFBV signal, abnormal temperature V signal, fail V signal, and contactor RV, LV, VV signals. The FFBV signal is a signal generated when the vehicle microprocessor 8 determines that the breaker 7 should be turned off. The temperature abnormality V signal is a signal indicating that the temperature of the battery is abnormal. The fail signal is output when it is determined that there is some abnormality. The contactor RV, LV, VV signals are signals for controlling the left, right, and center contactors. The signals from the left and right motor microprocessors 9a, 9b to the fail-safe circuit 10 are FFBL signal, temperature abnormal L signal, fail L signal, contactor LL, VL signal, FFBR signal, temperature abnormal R signal, fail R signal, contactor RR, This is a VR signal, and has substantially the same contents as described above.

In addition to the motor speed command, an inverter start signal is input from the vehicle microprocessor 8 to the left and right motor microprocessors 9a and 9b. This occurs when the vehicle microprocessor 8 enters the controllable state. In response to this signal, the left and right motor microprocessors 9a and 9b respectively start control calculations and output an inverter start L signal and an inverter start R signal to the fail-safe circuit 10.

If there is any abnormality in each of the induction motors and the inverters, the left and right motor microprocessors 9a and 9b reduce the speed for safety and also issue a left deceleration command or a right deceleration command for safety. Output to the processor 8. When these signals are received,
The vehicle microprocessor 8 reduces the motor speed command to the other motor microprocessor so that the left and right motor speeds fall within a predetermined value.

Next, the fail-safe circuit 10 will be described with reference to FIG. A description will be given of a method of determining a microprocessor abnormality which is a feature of this circuit. First, the abnormality of the left motor microprocessor 9a is considered only when both the left microcomputer abnormality V signal from the vehicle microprocessor 8 and the left microcomputer abnormality R signal from the right motor microprocessor 9b are in the ON state. That is, when both of the other two microprocessors determine that there is an abnormality, it is determined to be abnormal. Similarly, abnormality is determined for the right motor microprocessor 9b and the vehicle microprocessor 8 by the other two microprocessors.

In this way, for example, even if the vehicle microprocessor 8 becomes abnormal and the left microcomputer abnormality V signal is erroneously output, the right motor microprocessor 9b turns off the left microcomputer abnormality R signal. In this case, the left motor microprocessor 9a operates in the fail-safe circuit 10 assuming that it is normal. Of course, in this case, the left and right motor microprocessors 9a and 9b determine that the vehicle microprocessor 8 is abnormal. In the fail-safe circuit 10, the FFB trip signal for turning off the breaker 7, the contactor L, R, V signals for switching the inverter circuit, and the start / stop L, R signals for starting / stopping the inverter are provided by the microprocessor which is determined to be normal. It is controlled using only signals.

The FFB trip signal indicates that the vehicle microprocessor 8 is normal, the FFBV signal is on, and the FFBL signal, FFBR of one of the normal left and right motor microprocessors 9a, 9b.
The breaker 7 is turned off only when the signal is on. The same operation is performed for the contactor V. The contactor L is turned off when the vehicle microprocessor 8 and the left motor microprocessor 9a are normal and the contactor LV and the contactor LR are off. The same applies to the contactor R. The start / stop L signal is turned on when the left motor microprocessor 9a is normal and the inverter start L signal is on. The same applies to the start / stop R signal. The fail display signal is always turned on when any of the signals has an abnormality.
Further, the overheat display is turned on when any of the temperatures is abnormal.

As described above, according to this embodiment, since the three microprocessors mutually monitor the operation state, it is possible to easily detect the presence / absence of an abnormality, thereby performing safe protection processing with the normal microprocessor. be able to. Therefore,
Even if an abnormality occurs in one microprocessor, the vehicle can safely run and stop.

The embodiment of the present invention has been described above, and the case where the controller is composed of three microprocessors has been described. The type of motor can be applied not only to induction motors but also to other motors.

[0041]

【The invention's effect】

According to the present invention, three or more microprocessors having a function of detecting an abnormality of another microprocessor by monitoring the operation state of the other microprocessor are used. Since the content of processing performed by the microprocessor identified and determined to be abnormal is controlled within a range in which the running state of the vehicle is limited by another microprocessor instead, the safety of the vehicle can be improved. .

[Brief description of the drawings]

FIG. 1 is a configuration diagram of one embodiment of the present invention when three microprocessors are used.

FIG. 2 is a block diagram showing a control method of the controller of FIG.

FIG. 3 is a circuit diagram illustrating a configuration of an inverter control device.

FIG. 4 is a configuration diagram specifically showing an input / output relationship of signals of a controller.

FIG. 5 is a circuit diagram showing a configuration of a fail-safe circuit.

[Explanation of symbols]

1a: Left front wheel, 1b: Right front wheel, 2a, 2b: Reduction gear, 3a,
3b …… Induction motor, 4 …… Inverter control device, 5 ……
Battery, 6 Controller, 7 Breaker, 8
... Vehicle microprocessor, 9a, 9b ... Motor microprocessor, 10 ... Fail safe circuit, 11 ... Input circuit, 12 ... Output circuit, 13 ... Speed calculation unit, 14 ... Wheel speed difference calculation unit, 15: Acceleration command calculation unit, 16: Accelerator offset amount detection unit, 17: Deceleration command calculation unit, 18: Brake offset amount detection unit, 19: Over-deceleration switching unit,
20 speed command calculation unit, 22 vehicle speed calculation unit, 23 yaw rate control calculation unit, 24 wheel speed difference calculation unit, 25 wheel speed difference control unit, 26a, 26b speed control unit, 27a, 27b ... weak excitation calculator, 28a, 28b ... excitation current calculator, 29a, 29b ...
Torque current calculation unit, 30a, 30b ... Current command calculation unit, 31a, 3
1b: Torque angle calculator, 32a, 32b: Sliding speed calculator, 33a, 33b: Integrator, 34a, 34b: Carrier command calculator, 35a, 35b: AC current command circuit, 36a, 36b … Current control circuit, 37a, 37b… PWM control circuit, 38a, 38b… Gate driver, 39… Inverter, 40… Contactor, 41
a, 41b: Current detection circuit, 42a, 42b: Overcurrent protection circuit
43a, 43b… IGBT failure circuit, 44… Overvoltage protection circuit, 45
… Protective switch, 46… FFB drive circuit.

Continued on the front page (72) Inventor Hirohisa Yamamura 2520, Oji Takaba, Katsuta-shi, Ibaraki Inside Sawa Plant, Hitachi, Ltd. Inside the factory (72) Inventor Toshio Suzuki 2520, Oji Takaba, Katsuta, Ibaraki Prefecture Inside the Sawa Factory, Hitachi, Ltd. (56) References JP-A-2-17548 (JP, A) JP-A-1-164204 (JP JP-A-60-247769 (JP, A) JP-A-1-166161 (JP, A) JP-A-2-111205 (JP, A) JP-A-2-123455 (JP, A) 1-316858 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 3/08 B60L 3/00 G05B 9/02 G06F 15/177 678

Claims (3)

(57) [Claims] An apparatus for controlling a vehicle using at least three or more microprocessors, wherein the microprocessor detects an abnormality of another microprocessor by monitoring an operation state of the other microprocessor. Having a function, at least two of the microprocessors are a plurality of microprocessors respectively controlling a plurality of motors for independently driving wheels, and the abnormality is determined based on an abnormality detection result of the three or more microprocessors. A vehicle control device which specifies a specific microprocessor and controls the processing carried out by the microprocessor specified as abnormal within a range in which another microprocessor substitutes for limiting the running state of the vehicle. . 2. A vehicle control microprocessor calculates a speed command, outputs the speed command to a plurality of motor control microprocessors, and controls the plurality of motors by the plurality of motor control microprocessors. At least two wheels are independently driven by a motor, and microprocessors monitor each other's operation states to detect an abnormality of the vehicle control microprocessor and the plurality of motor control microprocessors. In response, an abnormal microprocessor is specified, and the processing performed by the microprocessor specified as abnormal is controlled within a range in which the running state of the vehicle is restricted by another microprocessor. Vehicle control method. 3. A plurality of motors for independently driving wheels, and a plurality of motor microprocessors each having a function of controlling the plurality of motors and monitoring an operation state of another microprocessor to detect an abnormality thereof. And a vehicle microprocessor having a function of outputting a speed command to the plurality of motor microprocessors and monitoring an operation state of another microprocessor to detect an abnormality of the other microprocessor, and the motor microprocessor and the vehicle Identify the abnormal microprocessor according to the result of the microprocessor abnormality detection, and within the range where the processing contents of the microprocessor identified as abnormal are handled by other microprocessors and restrict the running state of the vehicle. A vehicle characterized by controlling.