JP7230360B2 - Electric motor control device and control method for vehicle - Google Patents

Description

The present disclosure relates to technology for controlling an electric motor in a vehicle equipped with the electric motor.

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

JP 2016-147585 A

Until now, studies have been made on fail-safe when the vehicle accelerates using the techniques described above. However, fail-safe when the vehicle decelerates has not been sufficiently studied, and in a vehicle equipped with an electric motor as a whole or a part of the drive source, acceleration/deceleration responsiveness to accelerator operation is high. The inventors of the present application have found that there is room for study on fail-safe when the engine decelerates.

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

The present disclosure can be implemented as the following aspects.

A first aspect provides a control device for an electric motor in a vehicle. A control apparatus for an electric motor in a vehicle according to a first aspect includes a first control unit that determines a target torque that is an output target of the electric motor; a monitoring unit that determines a monitored target torque by using output characteristics of the electric motor including deceleration torque that can be set according to the above; a fail-safe decision unit that decides safe execution.

According to the control device for an electric motor in a vehicle according to the first aspect, it is possible to perform fail-safe during deceleration in a vehicle that includes an electric motor as a drive source.

A second aspect provides a method for controlling an electric motor in a vehicle. A method for controlling an electric motor in a vehicle according to a second aspect determines a target torque, which is an output target of the electric motor , and monitors using output characteristics of the electric motor including deceleration torque that can be set according to a non-redundancy signal. Determining a target torque, and using the target torque and the monitored target torque to determine execution of fail-safe for the electric motor during deceleration of the vehicle.

According to the method for controlling an electric motor in a vehicle according to the second aspect, it is possible to perform fail-safe during deceleration in a vehicle that includes an electric motor as a drive source. The present disclosure can also be implemented as a control program for an electric motor in a vehicle or a computer-readable recording medium that records the program.

1 is an explanatory diagram showing an example of a vehicle equipped with the electric motor control device according to the first embodiment; FIG. 1 is a block diagram showing the functional configuration of a motor control device according to a first embodiment; FIG. FIG. 2 is a block diagram showing the functional configuration of a vehicle control unit according to the first embodiment; FIG. 3 is a block diagram showing the functional configuration of a monitoring unit according to the first embodiment; FIG. 4 is a flowchart showing a processing flow of target torque calculation processing executed by a vehicle control unit in the first embodiment; 4 is a flow chart showing a processing flow of monitoring processing executed by a monitoring unit during deceleration in the first embodiment; FIG. 4 is an explanatory diagram showing an example of a demand torque map used for determining demand torque; FIG. 4 is an explanatory diagram showing an example of a monitoring request torque map used for determining monitoring request torque; FIG. Explanatory drawing which shows an example of the map used in order to determine a detection threshold value. Explanatory drawing which shows an example of the map used in order to determine detection time. 4 is a time chart showing changes over time in target torque and vehicle deceleration during deceleration; 10 is a flow chart showing a processing flow of monitoring processing executed during acceleration by a monitoring unit according to the second embodiment;

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

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

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

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

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

The 1-pedal mode switch 34 is a switch for switching between an accelerator operation and a brake operation using the accelerator pedal, and an accelerator operation using the accelerator pedal and a brake operation using the brake pedal. When the 1-pedal mode switch 34 is turned on, for example, when the vehicle speed is not ≠ 0, a negative target torque is set according to the vehicle speed if the accelerator opening is less than a predetermined opening, and brake operation is realized, and the accelerator is operated. When the degree of opening is equal to or greater than the predetermined degree of opening, a positive target torque is set and accelerator operation is realized. Further, when the accelerator opening increases, a positive target torque may be set and an accelerator operation may be performed, and when the accelerator opening decreases, a negative target torque may be set and a brake operation may be performed. The negative target torque, that is, the deceleration torque means deceleration and braking of the vehicle speed, and may be realized by regenerative operation of the motor generator 41, or may be realized by rotating the motor generator 41 negatively. It may be realized by combining these.

As shown in FIG. 2, the vehicle control unit 10 is supplied with an accelerator position signal and a vehicle speed signal, which are redundant signals, and a one-pedal mode signal, which is a non-redundant signal. On the other hand, an accelerator opening signal and a vehicle speed signal, which are redundancy signals, are input to the monitoring unit 20 . The redundant signal is a signal input to the vehicle control unit 10 from redundant sensors or a signal input to the vehicle control unit 10 via a redundant signal line from the sensor. A non-redundant signal is a signal input to the vehicle control unit 10 from a non-redundant sensor or a signal input from the sensor to the vehicle control unit 10 via a single signal line. Redundancy of sensors includes, for example, duplication of detection elements, signal processing circuits, and output sections, duplication of single detection elements, signal processing circuits, and output sections, single detection elements, signal circuits, and output sections. means duplication of Redundancy of signal lines means, for example, a mode in which sensors and the vehicle control unit 10 are connected by two or more signal lines. On the other hand, a non-redundant sensor means a sensor having a single detection element, a signal processing circuit and an output unit. It means a mode in which they are connected by one signal line. It can be said that the redundant signal is a signal with high reliability, and the non-redundant signal is a signal with low reliability. The non-redundancy signal may include, in addition to the one-pedal mode signal, a driving mode switch signal for switching the output characteristic of the electric motor-generator 41 to, for example, eco, sport, or normal.

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

As shown in FIG. 3, the vehicle control unit 10 includes a central processing unit (CPU) 11, a memory 12, an input/output interface 13, and a bus . CPU 11, memory 12 and input/output interface 13 are connected via bus 14 so as to be bidirectionally communicable. The memory 12 includes a memory such as a ROM that nonvolatilely and read-only stores a target torque calculation program P1 for calculating the target torque, and a memory that can be read and written by the CPU 11 such as a RAM. The memory 12 further stores a requested torque map M1 used for calculating the requested torque. The required torque map M1 is a map that associates the accelerator opening and the required torque according to the one-pedal mode, and a plurality of maps are prepared for each vehicle speed. The CPU 11 expands the target torque calculation program P1 stored in the memory 12 into a readable/writable memory and executes it to calculate the required torque, and uses the forward or reverse signal from the shift position sensor 33 to calculate the target torque Tt. to decide. The CPU 11 may be a single CPU, a plurality of CPUs executing each program, or a multi-core type CPU capable of simultaneously executing a plurality of programs.

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

As shown in FIG. 4, the monitoring unit 20 includes a central processing unit (CPU) 21, a memory 22, an input/output interface 23, and a bus . The CPU 21, memory 22 and input/output interface 23 are connected via a bus 24 so as to be able to communicate bidirectionally. The memory 22 is a memory, such as a ROM, for nonvolatilely and read-only storing a monitoring program P2 for calculating a monitoring request torque, determining an abnormality in the vehicle control unit 10, and determining execution of fail-safe. It includes readable and writable memory, such as RAM. The memory 22 further stores a monitoring torque map M2 used for calculating the monitoring request torque. The monitoring torque map M2 is a map that associates the accelerator opening and the required torque, and a plurality of maps are prepared for each vehicle speed. In addition, the monitoring torque map M2 is associated with the output characteristic with which the deceleration request torque is the largest among the output torque characteristics of the motor-generator 41 that can be set when the one-pedal mode Mo is selected. Alternatively, the monitoring torque map M2 may be associated with the characteristics of the deceleration output torque of the motor generator 41 that can be set when the one-pedal mode Mo is selected. The CPU 21 expands the monitoring program P2 stored in the memory 22 into a readable/writable memory and executes it, thereby calculating the monitoring request torque, and using the forward or reverse signal from the shift position sensor 33, the monitoring target torque Ttw. is determined, and the target torque Tt and the monitored target torque Ttw are compared to determine execution of the fail-safe. The CPU 21 may be a single CPU, a plurality of CPUs executing each program, or a multi-core type CPU capable of simultaneously executing a plurality of programs.

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

A target torque determination process executed by the control device 100 according to the first embodiment, specifically the vehicle control unit 10, will be described. The processing routine shown in FIG. 5 is executed when the vehicle 50 decelerates, that is, when the driver requests deceleration. After the start switch is turned off, it is repeatedly executed at predetermined time intervals. Whether or not the driver requests deceleration of the vehicle 50 is determined based on the fact that the accelerator opening is decreasing when the one-pedal mode Mo is on, and the brake when the one-pedal mode Mo is off. It can be determined based on the fact that the pedal is being operated.

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

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

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

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

CPU21 sets detection time t according to accelerator operation (step S212). The accelerator operation can also be referred to as an operation mode of the accelerator, and for example, the accelerator opening Acc is used as a parameter for determining the operation mode of the accelerator. In this embodiment, the detection time t is set shorter as the accelerator opening Acc increases. More specifically, it is set by the characteristic line L4 shown in FIG. 10 and the accelerator opening Acc. In general, the operating range in which the accelerator opening Acc is fully opened is limited, and so-called half throttle and partial throttle are often used. Therefore, in the present embodiment, the characteristic line L4 is defined so that the detection time t is substantially the same when the predetermined accelerator opening Acc is exceeded. , the detection time t is defined to be short when the accelerator opening Acc is not 0, that is, when the accelerator is on.

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

An example of temporal changes in the accelerator opening Acc, the target torque Tt, and the output torque Tr of the motor-generator 41 when the processing routines of FIGS. 5 and 6 are executed will be described. As the accelerator opening Acc decreases, the target torque Tt also decreases, as shown in FIG. When the set detection time t is exceeded and the difference between the target torque Tt and the monitored target torque Ttw is equal to or less than the detection threshold value -α, failsafe is executed. As a result, as shown by the dashed line L5, a fail-safe is executed so that the output torque of the motor generator 41 becomes the creep torque or 0, and the unintended deceleration state is canceled. Alternatively, as indicated by the solid line L6, a fail-safe is executed in which the target torque Tt is set to the target torque Tt just before the difference between the target torque Tt and the monitored target torque Ttw becomes equal to or less than the detection threshold value -α. , the drop in the output torque Tr of the motor generator 41 may be eliminated.

According to the control device 100 according to the first embodiment described above, in the vehicle 50 having the electric motor as a drive source, fail-safe can be executed during deceleration of the vehicle 50 accompanied by the operation of the electric motor. More specifically, according to the control device 100 according to the first embodiment, when the difference between the target torque Tt and the monitored target torque Ttw becomes equal to or less than the detection threshold value -α, the output torque of the motor generator 41 is reduced. A fail-safe is executed to set the creep torque or 0, or a fail-safe is executed to set the output torque of the motor-generator 41 to a torque value immediately before the abnormality determination, thereby suppressing the deceleration that occurs in the vehicle 50 due to the torque difference. Therefore, unintended deceleration felt by the driver can be suppressed, and sudden deceleration of the vehicle 50 can be suppressed.

Second embodiment:
In the second embodiment, fail-safe is executed not only during deceleration of the vehicle but also during acceleration. Note that the control device according to the second embodiment has the same configuration as the control device 100 according to the first embodiment, specifically, the monitoring unit 20, so the same reference numerals are used to describe the configuration. will be omitted, and maps and programs required to execute fail-safe during acceleration will be explained. The processing routine shown in FIG. 12 is, for example, repeatedly executed at predetermined time intervals from the time the vehicle control system is started to the time it is stopped, or from the time the start switch is turned on until the start switch is turned off.

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

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

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

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

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

Other embodiments:
(1) In the above embodiments, an electric vehicle including the motor-generator 41 has been described as an example, but each of the above embodiments can be applied to a vehicle including at least an electric motor as part or all of the drive source. is. For example, it is applicable to hybrid vehicles and electric vehicles that do not have a regeneration function.

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

Although the present disclosure has been described above based on the embodiments and modifications, the above-described embodiments of the present invention are intended to facilitate understanding of the present disclosure, and do not limit the present disclosure. This disclosure may be modified and modified without departing from its spirit and scope of the claims, and this disclosure includes equivalents thereof. For example, the technical features in the embodiments and modifications corresponding to the technical features in each form described in the Summary of the Invention are used to solve some or all of the above problems, or In order to achieve some or all of the effects, it is possible to appropriately replace or combine them. Also, if the technical features are not described as essential in this specification, they can be deleted as appropriate. For example, the controller for an electric motor in a vehicle according to the first aspect is used as an application example 1,
Application Example 2: In the control device for the electric motor in the vehicle according to Application Example 2,
A controller for an electric motor in a vehicle, wherein the fail-safe determination unit determines execution of the fail-safe when a difference between the target torque and the monitored target torque is equal to or less than a predetermined threshold value.
Application Example 3: In the control device for the electric motor in the vehicle according to Application Example 1 or 2,
A controller for an electric motor in a vehicle, wherein the monitoring unit determines the monitored target torque using an output characteristic of the electric motor including deceleration torque that can be set according to a non-redundancy signal.
Application Example 4: In the control device for the electric motor in the vehicle according to Application Example 1 or 2,
The first control unit uses a redundant signal including a signal relating to the opening of the accelerator and a signal relating to the speed of the vehicle, and a non-redundant signal including a deceleration torque setting signal for setting characteristics of deceleration torque by the electric motor. to determine the target torque that is the output target of the electric motor,
A controller for an electric motor in a vehicle, wherein the monitoring unit determines the monitored target torque according to an output characteristic that maximizes deceleration torque among the plurality of characteristics that can be set according to the non-redundancy signal.
Application Example 5: The control device for an electric motor in a vehicle according to any one of Application Examples 1 to 4 further comprises:
Control of an electric motor in a vehicle, comprising: a second control unit that controls the electric motor, the second control unit that stops the electric motor in response to a decision to execute the fail-safe by the fail-safe decision unit. Device.
Application Example 6: In the control device for the electric motor in the vehicle according to any one of Application Examples 1 to 5,
A control device for an electric motor in a vehicle, wherein the fail-safe determination unit further determines execution of fail-safe for the electric motor using the target torque and the monitored target torque during acceleration of the vehicle.
can be

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

Claims (9)

A control device (100) for an electric motor (41) in a vehicle (50),
a first control unit (10) for determining a target torque as an output target of the electric motor;
a monitoring unit (20) for determining a monitoring target torque, the monitoring unit determining the monitoring target torque using an output characteristic of the electric motor including deceleration torque that can be set according to a non-redundancy signal;
A fail-safe decision unit (20) that decides execution of fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates. A control device (100) for an electric motor (41) in a vehicle (50),
A first control unit (10) for determining a target torque that is an output target of the electric motor, the redundant signal including a signal relating to an accelerator opening and a signal relating to the speed of the vehicle, and characteristics of deceleration torque generated by the electric motor. a first control unit that determines a target torque that is an output target of the electric motor using a non-redundancy signal including a deceleration torque setting signal that sets the
A monitoring unit (20) for determining a monitoring target torque, wherein the monitoring target torque is determined according to an output characteristic that maximizes deceleration torque among a plurality of characteristics that can be set according to the non-redundancy signal. a monitoring unit that
A fail-safe decision unit (20) that decides execution of fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates. A control device (100) for an electric motor (41) in a vehicle (50),
a first control unit (10) for determining a target torque as an output target of the electric motor;
a monitoring unit (20) for determining a monitored target torque;
During deceleration of the vehicle , the time during which the difference obtained by subtracting the target torque from the acquired monitoring target torque is continuously equal to or less than a detection threshold is equal to or greater than a detection time determined according to the degree of opening of the accelerator. A control device for an electric motor in a vehicle , comprising: a fail-safe determining section (20) that determines execution of fail-safe for the electric motor in some cases . In the control device for an electric motor in a vehicle according to any one of claims 1 to 3,
A controller for an electric motor in a vehicle, wherein the fail-safe determination unit determines execution of the fail-safe when a difference between the target torque and the monitored target torque is equal to or less than a predetermined threshold value. The electric motor control device for a vehicle according to any one of claims 1 to 4 further comprises:
A second control unit (40) for controlling the electric motor, the second control unit (40) for stopping the electric motor in accordance with the decision to execute the fail-safe by the fail-safe decision unit. , a control device for an electric motor in a vehicle. In the control device for an electric motor in a vehicle according to any one of claims 1 to 5,
A control device for an electric motor in a vehicle, wherein the fail-safe determination unit further determines execution of fail-safe for the electric motor using the target torque and the monitored target torque during acceleration of the vehicle. A method for controlling an electric motor in a vehicle, comprising:
determining a target torque as an output target of the electric motor;
determining a monitored target torque using the output characteristics of the electric motor including deceleration torque that can be set according to the non-redundancy signal;
A method of controlling an electric motor in a vehicle, comprising determining execution of fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates. A method for controlling an electric motor in a vehicle, comprising:
An output target of the electric motor is obtained by using a redundant signal including a signal regarding the degree of opening of the accelerator and a signal regarding the speed of the vehicle and a non-redundant signal including a deceleration torque setting signal for setting characteristics of the deceleration torque by the electric motor. determine the target torque,
determining a monitored target torque according to an output characteristic that maximizes deceleration torque among the plurality of characteristics that can be set according to the non-redundancy signal;
A method of controlling an electric motor in a vehicle, comprising determining execution of fail-safe for the electric motor using the target torque and the monitored target torque when the vehicle decelerates. A method for controlling an electric motor in a vehicle, comprising:
determining a target torque as an output target of the electric motor;
determine the monitored target torque,
During deceleration of the vehicle , the time during which the difference obtained by subtracting the target torque from the acquired monitoring target torque is continuously equal to or less than a detection threshold is equal to or greater than a detection time determined according to the degree of opening of the accelerator. A method of controlling an electric motor in a vehicle comprising , in some cases , determining a failsafe implementation for the electric motor.

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