JP6852652B2 - Automobile - Google Patents

Description

The present invention relates to an automobile.

Conventionally, as a vehicle of this type, in a vehicle including a motor for traveling, an inverter for driving the motor, and a battery connected to the inverter via a power line, a d-axis voltage command is performed in a PWM control fixed mode. When the value of 0 is set to 0, the q-axis current becomes negative and a regenerative current is generated from the motor, the deviation angle of the d-axis voltage command or voltage command vector from the q-axis is controlled so that the q-axis current becomes a value of 0 or more. Those have been proposed (see, for example, Patent Document 1). In this automobile, such control suppresses the generation of regenerative current from the motor and suppresses the charging of the battery.

Japanese Unexamined Patent Publication No. 2013-85321

In such automobiles, when an abnormality occurs in the current sensor, voltage sensor, or internal resistance of the battery (secondary battery), it is preferable to suppress the charging of the secondary battery in order to protect the secondary battery (suppress overvoltage). However, when the above-mentioned automobile control is performed, there is a possibility that the secondary battery is actually charged due to the detection error of the sensor that detects the state of the motor. Further, when the required torque of the motor is near the value 0, the absolute value of the actual current of the secondary battery becomes small, so that the charge of the secondary battery cannot be properly monitored due to the detection error of the current sensor of the secondary battery. there is a possibility.

The main object of the automobile of the present invention is to prevent the secondary battery from being charged when the current sensor, voltage sensor, or internal resistance of the secondary battery is abnormal.

The automobile of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The automobile of the present invention
With a motor for running
The inverter that drives the motor and
A secondary battery having a plurality of battery cells and connected to the inverter via a power line,
A current sensor that detects the current of the secondary battery and
A voltage sensor that detects the voltage of the secondary battery and / or the voltage of the battery cell, and
A control device that controls the inverter so that it travels according to the required torque for traveling, and
It is a car equipped with
When the control device detects any of the abnormality of the current sensor, the abnormality of the voltage sensor, the abnormality of the internal resistance of the secondary battery, and the abnormality of the internal resistance of the battery cell, the rotation of the motor When the number is equal to or less than the predetermined number of revolutions and the required torque is equal to or less than the positive predetermined torque, the gate of the inverter is shut off.
The gist is that.

In the automobile of the present invention, the rotation speed of the motor is determined when any of an abnormality of the current sensor, an abnormality of the voltage sensor, an abnormality of the internal resistance of the secondary battery, and an abnormality of the internal resistance of the battery cell is detected. When the number of revolutions is less than the required torque and the required torque is not more than the positive predetermined torque, the inverter is shut off. Here, as the "predetermined rotation speed", for example, a rotation speed at which the counter electromotive voltage generated by the rotation of the motor becomes equal to the voltage of the power line can be used. The "predetermined torque" is determined based on the detection error of the current sensor and the like. By such control, it is possible to further suppress the charging of the secondary battery in the event of an abnormality in the current sensor, voltage sensor, internal resistance, etc. of the secondary battery.

In such an automobile of the present invention, when the control device detects an abnormality in the internal resistance of the secondary battery or the battery cell, the rotation speed of the motor is larger than the predetermined rotation speed, and the motor. When the rotation speed of the inverter is equal to or less than the predetermined rotation speed and the required torque is larger than the predetermined torque, the inverter may be controlled so as to travel according to the required torque. In this case, when the control device detects an abnormality in the internal resistance of the secondary battery or the battery cell and the rotation speed of the motor is larger than the predetermined rotation speed, the second is detected by the current sensor. The error-included current is calculated by subtracting the detection error of the current sensor from the current of the secondary battery, and the integrated value of the error-included current when the error-included current is the value on the charging side of the secondary battery is calculated. When the integrated value is out of the permissible range, it may be determined that the charging abnormality of the secondary battery has occurred. In this case, the control device may be ready-off when it determines that a charging abnormality of the secondary battery has occurred. In this way, the secondary battery can be prevented from being charged after that.

The automobile of the present invention may further include a relay provided in the power line. In this case, the control device controls the inverter so that the torque of the motor becomes 0 when the rotation speed of the motor is larger than the predetermined rotation speed when the abnormality of the current sensor is detected. The relay may be turned off. In this way, the secondary battery can be prevented from being charged. Further, when the control device detects an abnormality of the current sensor and the rotation speed of the motor is equal to or less than the predetermined rotation speed, the relay is turned on, and if the required torque is equal to or less than the predetermined torque, the control device is described. If the gate of the inverter is shut off and the required torque is larger than the predetermined torque, the inverter may be controlled so as to travel according to the required torque.

In the automobile of the present invention, when the voltage sensor is normal and any abnormality of the current sensor, the secondary battery or the internal resistance of the battery cell is detected, the control device detects the voltage sensor. When the voltage of the secondary battery and / or the voltage of the battery cell exceeds the allowable upper limit voltage for a predetermined time, the overvoltage abnormality of the secondary battery and / or the battery cell occurs. It may be used as a judgment. In this case, the control device may be ready-off when it determines that an overvoltage abnormality of the secondary battery has occurred. In this way, the secondary battery can be prevented from being charged after that.

The automobile of the present invention may further include a relay provided in the power line and an auxiliary machine that operates by receiving power supplied from the power line. In this case, the control device controls the inverter so that the torque of the motor becomes a value 0 when the rotation speed of the motor is larger than the predetermined rotation speed when the abnormality of the voltage sensor is detected. The relay may be turned off. In this way, the secondary battery can be prevented from being charged. Further, when the control device detects an abnormality of the voltage sensor and the rotation speed of the motor is equal to or less than the predetermined rotation speed, the control device turns on the relay and adjusts the power consumption of the auxiliary machine to perform the request. If the torque is equal to or less than the predetermined torque, the gate may be shut off, and if the required torque is larger than the predetermined torque, the inverter may be controlled so as to travel according to the required torque. Further, when the control device detects an abnormality of the voltage sensor, the control device calculates the error-included current by subtracting the detection error of the current sensor from the current of the secondary battery detected by the current sensor, and calculates the error-included current. The integrated value of the error-included current when the current is the value on the charging side of the secondary battery is calculated, and when the integrated value is out of the permissible range, it is determined that a charging abnormality of the secondary battery has occurred. It may be the one to do. In this case, the control device may be ready-off when it determines that a charging abnormality of the secondary battery has occurred. In this way, the secondary battery can be prevented from being charged after that.

It is a block diagram which shows the outline of the structure of the electric vehicle 20. It is a flowchart which shows an example of the control routine executed by an electronic control unit 50. It is a flowchart which shows an example of the 1st evacuation running control routine. It is a flowchart which shows an example of the 2nd evacuation running control routine. It is a flowchart which shows an example of the 3rd evacuation running control routine.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the figure, the electric vehicle 20 of the embodiment includes a motor 32, an inverter 34, a battery 36 as a secondary battery, a system main relay SMR, and an electronic control unit 50.

The motor 32 is configured as a synchronous motor generator, and includes a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound. The rotor of the motor 32 is connected to a drive shaft 26 connected to the drive wheels 22a and 22b via a differential gear 24.

The inverter 34 is used to drive the motor 32 and is connected to the battery 36 via the power line 40. The inverter 34 has transistors T11 to T16 as six switching elements, and six diodes D11 to D16 connected in parallel to each of the six transistors T11 to T16. Two transistors T11 to T16 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode side line and the negative electrode side line of the power line 40, respectively. Further, each of the three-phase coils (U-phase, V-phase, W-phase) of the motor 32 is connected to each of the connection points between the transistors paired with the transistors T11 to T16. When a voltage is applied to the inverter 34, the electronic control unit 50 adjusts the on-time ratio of the paired transistors T11 to T16 to form a rotating magnetic field in the three-phase coil, causing the motor 32 to move. It is driven to rotate. A smoothing capacitor 41 is attached to the positive electrode line and the negative electrode line of the power line 40.

The battery 36 is configured by connecting n (n ≧ 2) battery cells (for example, a lithium ion secondary battery cell or a nickel hydrogen secondary battery cell) 37 [1] to 37 [n] in series. As described above, it is connected to the inverter 34 via the power line 40. In addition to the inverter 34 and the battery 36, the power line 40 is also connected to the high-voltage auxiliary machine 44 and the DC / DC converter 46 that lowers the power of the power line 40 and supplies it to the auxiliary battery and the low-voltage auxiliary machine. ing. Examples of the high-pressure auxiliary machine 44 include an air compressor of an air conditioner. Examples of the low-pressure auxiliary device include a heater for an air conditioner, a heater for raising the temperature of the battery 36, a fan for a radiator of a cooling device for cooling an inverter, and a fan for the battery 36.

The system main relay SMR is provided on the battery 36 side of the inverter 34, the high-voltage auxiliary machine 44, and the DC / DC converter 46 in the power line 40, and is controlled on and off by the power line 40 to control the inverter 34 and the high-voltage system auxiliary. The connection and disconnection between the machine 44 and the battery 36 are performed.

The electronic control unit 50 is configured as a microprocessor centered on a CPU 52, and includes a ROM 54 for storing a processing program, a RAM 56 for temporarily storing data, and an input / output port in addition to the CPU 52. Signals from various sensors are input to the electronic control unit 50 via input ports. The signals input to the electronic control unit 50 include, for example, the rotation position θm of the rotor of the motor 32 from the rotation position detection sensor (for example, resolver) 32a that detects the rotation position of the rotor of the motor 32, and the rotation position θm of the motor 32. The phase currents Iu and Iv of each phase of the motor 32 from the current sensors 32u and 32v that detect the phase current of each phase (positive values on the motor 32 side from the inverter 34), and the voltage sensor 42 attached between the terminals of the capacitor 41. The voltage VH of the power line 40 from the above can be mentioned. Further, the battery current Ib of the battery 36 from the current sensor 38 attached to the output terminal of the battery 36 (a positive value from the battery 36 to the inverter 34 side) and between the terminals of the battery cells 37 [1] to 37 [n]. The cell voltages Vc [1] to Vc [n] of the battery cells 37 [1] to 37 [n] from the attached voltage sensors 39 [1] to 39 [n] can also be mentioned. Further, the ignition signal from the ignition switch 60 and the shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61 can also be mentioned. In addition, from the accelerator opening Acc from the accelerator pedal position sensor 64 that detects the amount of depression of the accelerator pedal 63, the brake pedal position BP from the brake pedal position sensor 66 that detects the amount of depression of the brake pedal 65, and the vehicle speed sensor 68. Vehicle speed V can also be mentioned. From the electronic control unit 50, a switching control signal to the transistors T11 to T16 of the inverter 34, a control signal to the high-voltage auxiliary machine 44, and the like are output via the output port.

The electronic control unit 50 calculates the electric angle θe and the rotation speed Nm of the motor 32 based on the rotation position θm of the rotor of the motor 32 from the rotation position detection sensor 32a. Further, the electronic control unit 50 calculates the storage ratio SOC of the battery 36 based on the integrated value of the battery current Ib from the current sensor 38. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 36 to the total capacity of the battery 36. Further, the electronic control unit 50 is based on the battery current Ib from the current sensor 38 and the cell voltages Vc [1] to Vc [n] from the voltage sensors 39 [1] to 39 [n], and the battery cell 37 [1]. ] To 37 [n] cell resistance (internal resistance) Rc [1] to Rc [n] are calculated. In the calculation of each cell resistance Rc [i] (i: 1 to n), for example, the battery current Ib and the cell voltage Vc [i] are input as a set at a predetermined interval Δt, and k battery currents Ib are input from the new side. The linear function is obtained by the least squares method or the like using the combination of the cell voltage Vc [i] and the cell voltage Vc [i], and the slope of the linear function is set to the cell resistance Rc [i]. As the predetermined interval Δt, for example, 50 msec, 100 msec, 200 msec, or the like is used. As the k1 piece, for example, 250 pieces, 300 pieces, 350 pieces, or the like is used.

Next, the operation of the electric vehicle 20 of the embodiment configured in this way will be described. FIG. 2 is a flowchart showing an example of a control routine executed by the electronic control unit 50. This routine is iteratively executed during travel. When the control routine of FIG. 2 is executed, the electronic control unit 50 inputs the current sensor abnormality flag Fis, the voltage sensor abnormality flag Fvs, and the cell resistance abnormality flag Fir (step S100).

Here, as the current sensor abnormality flag Fis, a value 0 is set when the current sensor 38 is normal, and a value 1 is set when the current sensor 38 is abnormal. Examples of the case where the current sensor 38 is abnormal include the case where the battery current Ib from the current sensor 38 is out of the range that can be normally taken, and the case where no signal is input from the current sensor 38 for a predetermined time. it can.

The voltage sensor abnormality flag Fvs is set to a value 0 when all of the voltage sensors 39 [1] to 39 [n] are normal, and at least one of the voltage sensors 39 [1] to 39 [n] is abnormal. At one time, it was assumed that the value 1 was set to be input. When at least one of the voltage sensors 39 [1] to 39 [n] is abnormal, for example, the cell voltages Vc [1] to Vc [n] from the voltage sensors 39 [1] to 39 [n] It may be mentioned when at least one of the voltage sensors is out of the range that can be normally taken, or when no signal is input from at least one of the voltage sensors 39 [1] to 39 [n] for a predetermined time.

The cell resistance abnormality flag Fire is set to a value 0 when all of the cell resistances Rc [1] to Rc [n] are normal, and at least one of the cell resistances Rc [1] to Rc [n] is abnormal. At one time, it was assumed that the value 1 was set to be input. When at least one of the cell resistors Rc [1] to Rc [n] is abnormal, for example, at least one of the cell resistors Rc [1] to Rc [n] is out of the range that can normally be taken. Occasionally, at least one of the cell resistors Rc [1] to Rc [n] is calculated appropriately because at least one of the current sensor 38 and the voltage sensors 39 [1] to 39 [n] is abnormal. You can mention when you can't.

When the current sensor abnormality flag Fis, the voltage sensor abnormality flag Fvs, and the cell resistance abnormality flag Fir are input in this way, the values of the current sensor abnormality flag Fis and the voltage sensor abnormality flag Fvs are checked (step S110). When both the current sensor abnormality flag Fis and the voltage sensor abnormality flag Fvs have a value of 0, it is determined that all of the current sensor 38 and the voltage sensors 39 [1] to 39 [n] are normal, and the cell resistance abnormality flag Flag Fir Check the value (step S120). When the cell resistance abnormality flag Fir has a value of 0, it is determined that all of the cell resistances Rc [1] to Rc [n] are normal, normal running control is executed (step S140), and this routine is terminated.

In normal travel control, the electronic control unit 50 holds the system main relay SMR on. Further, the electronic control unit 50 sets the required torque Td * required for the drive shaft 26 based on the accelerator opening degree Acc from the accelerator pedal position sensor 64 and the vehicle speed V from the vehicle speed sensor 68, and sets the required torque. Td * is set to the torque command Tm * of the motor 32, and the rotation position θm of the rotor of the motor 32 from the rotation position detection sensor 32a and the current sensors 32u, 32v so that the motor 32 is driven by the torque command Tm *. The transistors T11 to T16 of the inverter 34 are switched and controlled based on the phase currents Iu and Iv of each phase of the motor 32.

When the cell resistance abnormality flag Fire is a value 1 in step S120, it is determined that at least one of the cell resistances Rc [1] to Rc [n] is abnormal, and the first evacuation running control routine of FIG. 3 is executed. The first evacuation running control is executed (step S150).

When at least one of the current sensor abnormality flag Fis and the voltage sensor abnormality flag Fvs has a value of 1 in step S110, it is determined that at least one of the current sensor 38 and the voltage sensors 39 [1] to 39 [n] is abnormal. Judgment is made, and the value of the current sensor abnormality flag Fis is examined (step S130).

Then, when the current sensor abnormality flag Fis has a value of 1, it is determined that the current sensor 38 is abnormal, and the second evacuation travel control is executed by executing the second evacuation travel control routine of FIG. 4 (step S160). On the other hand, when the current sensor abnormality flag Fis has a value of 0, it is determined that the voltage sensor abnormality flag Fvs has a value of 1, that is, at least one of the voltage sensors 39 [1] to 39 [n] is abnormal. The third retracted travel control is executed by executing the third retracted travel control routine of FIG. 5 (step S170).

When any one of the first to third evacuation running controls is executed in steps S150 to S170, the value of the cell voltage abnormality flag Fvo is checked (step S180), and the value of the charge abnormality flag Fch is checked (step S182). Here, the cell voltage abnormality flag Fvo is set to a value 0 when all of the cell voltages Vc [1] to Vc [n] are normal, and at least one of the cell voltages Vc [1] to Vc [n] is set. This is a flag in which a value of 1 is set when one is abnormal (overvoltage). The charge abnormality flag Fch is a flag in which a value 0 is set when the charge amount of the battery 36 is within the permissible range, and a value 1 is set when the charge amount of the battery 36 is out of the permissible range. The cell voltage abnormality flag Fvo and the charge abnormality flag Fch are set by the first to third evacuation travel control routines of FIGS. 3 to 5.

When the cell voltage abnormality flag Fvo and the charge abnormality flag Fch are both values 0 in steps S180 and S182, all of the cell voltages Vc [1] to Vc [n] are normal and the charge amount of the battery 36 is within the permissible range. Is determined, and this routine is terminated. On the other hand, when the cell voltage abnormality flag Fvo is a value 1 in step S180 or when the charge abnormality flag Fch is a value 1 in step S182, at least one of the cell voltages Vc [1] to Vc [n] is abnormal. It is determined that the charge amount of the battery 36 is out of the permissible range, the ready-off is performed (step S184), and this routine is terminated. Hereinafter, the first to third evacuation travel control routines of FIGS. 3 to 5 will be described in order.

First, the first evacuation running control routine of FIG. 3 will be described. When this routine is executed, the electronic control unit 50 keeps the system main relay SMR on. In this routine, the electronic control unit 50 first inputs data such as the accelerator opening degree Acc, the vehicle speed V, the cell voltages Vc [1] to Vc [n], and the rotation speed Nm of the motor 32 (step S200). Here, it is assumed that the value detected by the accelerator pedal position sensor 64 is input to the accelerator opening degree Acc. For the vehicle speed V, a value detected by the vehicle speed sensor 68 is input. For the cell voltages Vc [1] to Vc [n], the values detected by the voltage sensors 39 [1] to 39 [n] are input. For the rotation number Nm of the motor 32, a value calculated based on the rotation position θm of the rotor of the motor 32 from the rotation position detection sensor 32a is input.

When the data is input in this way, the required torque Td * required for the battery 36 is set based on the input accelerator opening degree Acc and the vehicle speed V, and the set required torque Td * is set in the torque command Tm * of the motor 32. (Step S210). Subsequently, for each battery cell 37 [i] (i: 1 to n), an overvoltage condition in which the cell voltage Vc [i] is larger than the allowable upper limit voltage Vcmax [i] over a predetermined time Tcref [i]. Is determined (step S220). Here, the predetermined time Tcref [i] is the time for determining that each battery cell 37 [i] is overvoltage.

When it is determined in step S220 that the overvoltage conditions are not satisfied for all of the battery cells 37 [1] to 37 [n], all of the cell voltages Vc [1] to Vc [n] are normal (abnormal (overvoltage). ), And a value 0 is set in the cell voltage abnormality flag Fvo (step S230). On the other hand, when it is determined that the overvoltage condition is satisfied for at least one of the battery cells 37 [1] to 37 [n], at least one of the cell voltages Vc [1] to Vc [n] is abnormal. Is determined, and the value 1 is set in the cell voltage abnormality flag Fvo (step S240). In the latter case, as described above, the ready-off is performed.

Subsequently, the rotation speed Nm of the motor 32 is compared with the threshold value Nmref (step S250). Here, the threshold value Nmref is the rotation speed Nm of the motor 32 in which the counter electromotive voltage Vcef generated with the rotation of the motor 32 becomes equal to the voltage VH of the power line 40, and is determined based on the voltage VH of the power line 40. In the process of step S250, whether or not the counter electromotive voltage Vcef of the motor 32 is larger than the voltage VH of the power line 40, that is, when the inverter 34 is gate-cut (all transistors T11 to T16 are turned off), the motor 32 counter electromotives. This is a process for determining whether or not a counter electromotive force Tcef caused by a voltage Vcef is generated. As for the countercurrent torque Tcef of the motor 32, the power (current) corresponding to the difference between the countercurrent voltage Vcef of the motor 32 and the voltage VH of the power line 40 is rectified by the diodes D11 to D16 of the inverter 34, and the power line 40 It occurs as the battery 36 is charged via.

When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref, it is determined that the reverse torque Tcef is not generated in the motor 32 even if the gate of the inverter 34 is shut off, and the torque command Tm * of the motor 32 is compared with the threshold value Tmref (step). S260). Here, the threshold value Tmref may be a negative value (value on the charging side of the battery 36) of the actual battery current due to the detection errors Δθm, ΔIu, ΔIv of the rotation position detection sensor 32a and the current sensors 32u, 32v. It is defined as the upper limit value (positive value) of the torque command Tm * of the motor 32. Inverter 34 transistor T11 by pulse width modulation control (PWM control) using the rotation position θm of the rotor of the motor 32 and the phase currents Iu and Iv of each phase so that the motor 32 is driven by the torque command Tm *. When switching control of ~ T16, the torque command Tm * of the motor 32 is a positive value near the value 0 (discharge of the battery 36) due to the detection errors Δθm, ΔIu, ΔIv of the rotation position detection sensor 32a and the current sensors 32u, 32v. Even when the value is on the side), the actual torque of the motor 32 may become a negative value, and the actual battery current may become a negative value (the battery 36 is charged). The process of step S260 takes this into consideration.

When the torque command Tm * of the motor 32 is larger than the threshold value Tmref in step S260, it is determined that the actual battery current does not become a negative value, and the transistor T11 of the inverter 34 is driven by the torque command Tm * so that the motor 32 is driven by the torque command Tm *. ~ T16 is switched and controlled (step S270) to end this routine. As a result, the required torque Td * (= Tm *) can be output to the drive shaft 26 for traveling.

When the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref in step S260, it is determined that the actual battery current may become a negative value, the inverter 34 is gated off (step S280), and this routine is executed. finish. Since the case where the counter electromotive voltage Vcef of the motor 32 is equal to or lower than the voltage VH of the power line 40 is considered, the counter electromotive torque Tcef is not generated in the motor 32 even if the gate of the inverter 34 is shut off. Therefore, by shutting off the gate of the inverter 34, the motor 32 can be prevented from being regeneratively driven, and the battery 36 can be prevented from being charged.

When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref in step S250, it is determined that the reverse torque Tcef is generated in the motor 32 when the gate of the inverter 34 is shut off, and the inverter is driven by the torque command Tm *. Switching control is performed on the transistors T11 to T16 of 34 (step S290).

Subsequently, the battery current Ib is input from the current sensor 38 (step S300), the detection error ΔIb of the current sensor 38 is subtracted from the input battery current Ib to calculate the error-included current Iber (step S310), and the calculated error is included. The current Iber is compared with the value 0 (step S320). This error-included current Iber is when an error of the current sensor 38 is expected, specifically, when it is assumed that the actual battery current Ibact is on the charging side by a detection error ΔIb rather than the battery current Ib from the current sensor 38. Means the battery current of. In the process of this step S320, the battery current Ib from the current sensor 38 falls within the range of the current (Ibact−ΔIb) to the current (Ibact + ΔIb) with respect to the actual battery current Ibact due to the detection error ΔIb of the current sensor 38. Is taken into consideration.

When the error-included current Iber is a value of 0 or more, the previous negative integrated value (previous Ibersum) of the error-included current Iber is set to the negative integrated value Ibersum as it is, that is, the negative integrated value Ibersum is held ( Step S330). On the other hand, when the error-inclusive current Iber is less than 0, the negative integrated value Ibersum is calculated by adding the error-inclusive current Iber to the previous negative integrated value (previous Iversum) of the error-inclusive current Iber (step S340). Here, the negative integrated value Ibersum of the error-included current Iber is set to a value 0 as an initial value at the start of the first execution of the first evacuation running control and the third evacuation running control.

When the negative integrated value Ibersum of the error-included current Iber is calculated in this way, the calculated negative integrated value Ibersum is compared with the negative threshold value Ibersum (step S350). Here, the threshold value Iversum is a threshold value used for determining whether or not the actual charge amount (integrated value of the actual charge current) of the battery 36 may exceed the permissible range.

When the negative integrated value Ibersum of the error-included current Iber is larger than the threshold value Ibersumref in step S350, it is determined that the actual charge amount of the battery 36 is within the permissible range, and the value 0 is set to the charge abnormality flag Fch ( Step S360), this routine is terminated. On the other hand, when the negative integrated value Ibersum of the error-included current Iber is equal to or less than the threshold value Ibersumref, it is determined that the actual charge amount of the battery 36 may exceed the permissible range, and the value 1 is set to the charge abnormality flag Fch. Then (step S370), this routine is terminated. In the latter case, as described above, the ready-off is performed.

As described above, when the cell resistance abnormality flag Fire is a value 1, that is, when at least one of the cell resistances Rc [1] to Rc [n] is abnormal, the following control is performed as the first evacuation running control. Do it. Regardless of the rotation speed Nm of the motor 32, it is monitored whether all of the cell voltages Vc [1] to Vc [n] are normal, and at least one of the cell voltages Vc [1] to Vc [n] is monitored. When one is abnormal, the cell voltage abnormality flag Fvo is set to a value of 1 and ready-off is performed. This makes it possible to prevent the battery 36 from being charged and discharged thereafter. Further, when the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is larger than the threshold value Tmref, and when the rotation speed Nm of the motor 32 is larger than the threshold value Nmref, the motor 32 is torque commanded. Driven by Tm *. As a result, the required torque Td * (= Tm *) can be output to the drive shaft 26. When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref, the gate of the inverter 34 is shut off. This makes it possible to prevent the battery 36 from being charged. When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref, the error-included current Iber and the negative integrated value Ibersum of the battery 36 are monitored, and when the negative integrated value Ibersum becomes equal to or less than the negative threshold value Ibersumref, the charging abnormality flag Fch is set. Set the value 1 to read off. This makes it possible to prevent the battery 36 from being charged and discharged thereafter.

Next, the second evacuation running control routine of FIG. 4 will be described. In this routine, the electronic control unit 50 has the accelerator opening degree Acc, the vehicle speed V, and the cell voltages Vc [1] to Vc [n], as in the processing of steps S200 to S240 of the first retracting travel control routine of FIG. Data such as the rotation speed Nm of the motor 32 is input (step S400), the required torque Td * and the torque command Tm * of the motor 32 are set (step S410), and the cell voltage abnormality flag Fvo is set (steps S420 to S440). ).

Subsequently, the rotation speed Nm of the motor 32 is compared with the above-mentioned threshold value Nmref (step S450), and when the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref, even if the gate of the inverter 34 is shut off, the reverse torque Tcef of the motor 32 Is determined not to occur, it is determined whether the system main relay SMR is on or off (step S460), and when the system main relay SMR is off, the system main relay SMR is turned on (step S470). When the system main relay SMR is on, it is kept on.

Then, the torque command Tm * of the motor 32 is compared with the threshold Tmref (step S480), and the torque command Tm * of the motor 32 is the threshold Tmref, as in the processing of steps S260 to S280 of the first retracting travel control routine of FIG. When it is larger than, the transistors T11 to T16 of the inverter 34 are switched and controlled so that the motor 32 is driven by the torque command Tm * (step S490), and when the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref, the inverter 34 Gate shut off (step S500). Then, the value 0 is set in the charging abnormality flag Fch (step S550), and this routine is terminated. The system main relay SMR is turned on by the processing of steps S460 and S470 described above so that the motor 32 can be driven by the torque command Tm * using the electric power from the battery 36.

When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref in step S450, it is determined that the reverse torque Tcef is generated in the motor 32 when the gate of the inverter 34 is shut off, and the value 0 is reset to the torque command Tm * of the motor 32. At the same time (step S510), the inverter 34 switches and controls the transistors T11 to T16 so that the motor 32 is driven by the torque command Tm * (step S520). Then, it is determined whether the system main relay SMR is on or off (step S530), and when the system main relay SMR is on, it is turned off (step S540). When the system main relay SMR is off, it is kept off. Then, the value 0 is set in the charging abnormality flag Fch (step S550), and this routine is terminated. As a result, the inverter 34 side and the battery 36 side in the power line 40 can be separated from each other, and it is possible to prevent the battery 36 from being charged.

As described above, when the current sensor abnormality flag Fis has a value of 1, that is, when the current sensor 38 is abnormal, the following control is performed as the second evacuation running control. Regardless of the rotation speed Nm of the motor 32, it is monitored whether all of the cell voltages Vc [1] to Vc [n] are normal, and at least one of the cell voltages Vc [1] to Vc [n] is monitored. When one is abnormal, the cell voltage abnormality flag Fvo is set to a value of 1 and ready-off is performed. This makes it possible to prevent the battery 36 from being charged and discharged thereafter. When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref, the system main relay SMR is turned on if it is off. Then, when the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is larger than the threshold value Tmref, the motor 32 is driven by the torque command Tm *. As a result, the required torque Td * (= Tm *) can be output to the drive shaft 26. When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref, the gate of the inverter 34 is shut off. This makes it possible to prevent the battery 36 from being charged. When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref, the system main relay SMR is turned off while preventing torque from being input / output from the motor 32. This makes it possible to prevent the battery 36 from being charged.

Next, the third evacuation running control routine of FIG. 5 will be described. In this routine, the electronic control unit 50 determines the accelerator opening degree Acc, the vehicle speed V, the battery current Ib, the rotation speed Nm of the motor 32, and the like, as in the processing of steps S200 and S300 of the first retracting travel control routine of FIG. Data is input (step S600).

Subsequently, the required torque Td * and the torque command Tm * of the motor 32 are set (step S610) in the same manner as in the processes of steps S210 and S310 to S370 of the first retracting travel control routine of FIG. 3, and the error-included current Iber is set. Calculate (step S620), calculate the negative integrated value Ibersum of the error-included current Iber based on the error-included current Iber (steps S630-S650), and compare the negative integrated value Ibersum with the negative threshold Iversumref to make a charging abnormality. The flag Fch is set (steps S660 to S680).

Then, the rotation speed Nm of the motor 32 is compared with the above-mentioned threshold value Nmref (step S690). It is determined that the occurrence does not occur, and similarly to the processing of steps S460 and S470 of the second retracting travel control routine of FIG. 4, the system main relay SMR is turned on when it is off and is kept on when it is on (step S700, S710).

Subsequently, the power consumption of the auxiliary equipment (high-voltage auxiliary equipment 44 or low-voltage auxiliary equipment) is adjusted (step S720). In the embodiment, the power consumption of the auxiliary machine is adjusted so that the sum of the power consumption of the motor 32, the power consumption of the auxiliary machine, the vehicle loss, and the like is larger than that obtained by converting the detection error ΔIb of the current sensor 38 into power. I decided to do it. As a result, the above-mentioned error-included current Iber can be set to a value of 0 or more, and it is possible to suppress the negative integrated value Ibersum of the error-included current Iber from becoming small (increasing to the negative side).

Then, similarly to the processing of steps S260 to S280 of the first retracting travel control routine of FIG. 3 and the processing of steps S480 to S500 of the second retracting traveling control routine of FIG. 4, the torque command Tm * of the motor 32 is set to the threshold Tmref. In comparison (step S730), when the torque command Tm * of the motor 32 is larger than the threshold value Tmref, the transistors T11 to T16 of the inverter 34 are switched and controlled so that the motor 32 is driven by the torque command Tm * (step S740). When the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref, the gate of the inverter 34 is shut off (step S750). Then, the value 0 is set in the cell voltage abnormality flag Fvo (step S800), and this routine is terminated.

When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref in step S690, the motor 32 is driven by the torque command Tm * having a value of 0, as in the processing of steps S510 to S540 of the second retracting travel control routine of FIG. The transistors T11 to T16 of the inverter 34 are switched and controlled (steps S760 and S770) so as to be turned off when the system main relay SMR is on and kept on when the system main relay SMR is off (steps S780 and S790). Then, the value 0 is set in the cell voltage abnormality flag Fvo (step S800), and this routine is terminated.

As described above, when the voltage sensor abnormality flag Fvs is a value 1, that is, when at least one of the voltage sensors 39 [1] to 39 [n] is abnormal, the following control is performed as the third evacuation running control. Do it. Regardless of the rotation speed Nm of the motor 32, the error-included current Iber of the battery 36 and its negative integrated value Ibersum are monitored, and when the negative integrated value Ibersum becomes equal to or less than the negative threshold value Ibersumref, the charge abnormality flag Fch is set to a value of 1. Set to ready off. This makes it possible to prevent the battery 36 from being charged and discharged thereafter. When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref, the system main relay SMR is turned on if it is off, and the sum of the power consumption of the motor 32, the power consumption of the auxiliary equipment, the vehicle loss, etc. is the sum of the current sensor 38. The power consumption of the auxiliary machine is adjusted so that the detection error ΔIb is larger than the power conversion. As a result, the error-included current Iber can be set to a value of 0 or more, and the battery 36 can be suppressed from being charged. Then, when the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is larger than the threshold value Tmref, the motor 32 is driven by the torque command Tm *. As a result, the required torque Td * (= Tm *) can be output to the drive shaft 26. When the rotation speed Nm of the motor 32 is equal to or less than the threshold value Nmref and the torque command Tm * of the motor 32 is equal to or less than the threshold value Tmref, the gate of the inverter 34 is shut off. This makes it possible to prevent the battery 36 from being charged. When the rotation speed Nm of the motor 32 is larger than the threshold value Nmref, the system main relay SMR is turned off while preventing torque from being input / output from the motor 32. This makes it possible to prevent the battery 36 from being charged.

In the electric vehicle 20 of the above-described embodiment, when at least one of the cell resistances Rc [1] to Rc [n] is abnormal, or when the current sensor 38 is abnormal, the voltage sensors 39 [1] to When at least one of 39 [n] is abnormal, the inverter 34 is shut off when the rotation speed Nm of the motor 32 is equal to or less than the threshold Nmref and the torque command Tm * of the motor 32 is equal to or less than the threshold Tmref. This makes it possible to prevent the battery 36 from being charged.

In the electric vehicle 20 of the embodiment, when at least one of the cell resistors Rc [1] to Rc [n] is abnormal, the first evacuation running control routine of FIG. 3 is executed, but the battery 36 When the overall internal resistance is abnormal, the first evacuation running control routine of FIG. 3 may be executed. The internal resistance of the entire battery 36 can be obtained in the same manner as the cell resistances Rc [1] to Rc [n].

In the electric vehicle 20 of the embodiment, when at least one of the voltage sensors 39 [1] to 39 [n] is abnormal, the third retracted travel control routine of FIG. 5 is executed, but the battery 36 When the voltage sensor attached between the terminals of the above and detecting the battery voltage (voltage of the entire battery 36) VB is abnormal, the third retracted travel control routine of FIG. 5 may be executed.

In the electric vehicle 20 of the embodiment, in the first evacuation travel control routine of FIG. 3 and the second evacuation travel control routine of FIG. 4, each battery cell 37 [i] (i: 1 to n) is normal or abnormal ( It was decided to determine whether it was an overvoltage). However, in addition to or in place of these, it may be determined whether the battery 36 is normal or abnormal (overvoltage). The determination of whether the battery 36 is normal or abnormal (overvoltage) can be performed in the same manner as in steps S220 to 240 of the first evacuation travel control routine of FIG.

In the embodiment, the electric vehicle 20 including the motor 32 is used, but it may be a hybrid vehicle including an engine in addition to the motor 32.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the motor 32 corresponds to the "motor", the inverter 34 corresponds to the "inverter", the battery 36 corresponds to the "secondary battery", the system main relay SMR corresponds to the "relay", and the current sensor. 38 corresponds to the "current sensor", the voltage sensors 39 [1] to 39 [n] correspond to the "voltage sensor", the high-voltage auxiliary machine 44 corresponds to the "auxiliary machine", and the electronic control unit 50 corresponds to the "auxiliary machine". Corresponds to "control device".

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of the means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the automobile manufacturing industry and the like.

20 electric vehicle, 22a, 22b drive wheel, 24 differential gear, 26 drive shaft, 32 motor, 32a rotation position detection sensor, 32u, 32v current sensor, 34 inverter, 36 battery, 37 [1] to 37 [n] battery cell , 38 current sensor, 39 [1] to 39 [n] voltage sensor, 40 power line, 41 capacitor, 42 voltage sensor, 44 auxiliary equipment, 46 DC / DC converter, 50 electronic control unit, 52 CPU, 54 ROM, 56 RAM, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, D11 to D16 diode, T11 to T16 transistor, SMR System main relay.

Claims (1)

With a motor for running
The inverter that drives the motor and
A secondary battery having a plurality of battery cells and connected to the inverter via a power line,
A current sensor that detects the current of the secondary battery and
A voltage sensor that detects the voltage of the secondary battery and / or the voltage of the battery cell, and
A control device that controls the inverter so that it travels according to the required torque for traveling, and
It is a car equipped with
Wherein the controller, prior Symbol of the internal resistance of the secondary battery abnormality, the in upon detecting any of the internal resistance of the abnormality of the battery cell, the rotational speed of the motor and the required torque below a predetermined rotational speed When is less than or equal to the positive predetermined torque, the inverter is shut off , and when the rotation speed of the motor is larger than the predetermined rotation speed, and when the rotation speed of the motor is less than or equal to the predetermined rotation speed and the required torque is When the torque is larger than the predetermined torque, the inverter is controlled so as to travel according to the required torque.
Automobile.

Images