JP7409280B2 - Rotating electrical machine control device - Google Patents

Description

The present invention relates to a control device for a rotating electrical machine that controls the drive of a rotating electrical machine that serves as a driving power source for a vehicle.

BACKGROUND ART Conventionally, as described in Patent Document 1, an electronic control device is known that includes a microcontroller that controls an actuator and a microcontroller monitoring unit that monitors whether an abnormality has occurred in the microcontroller. This control device executes fail-safe for the actuator when an abnormality occurs inside the microcontroller.

Japanese Patent Application Publication No. 2016-147585

Some control devices are applied to vehicles that include drive wheels, a rotating electrical machine capable of transmitting power, and an inverter electrically connected to the rotating electrical machine. This control device uses either the torque of the rotating electrical machine, the driving force of the rotating electrical machine, or the acceleration acting on the vehicle as a controlled variable, and calculates a target value of the controlled variable. The control device operates the inverter to control the control amount to the calculated target value.

By the way, there is a concern that an abnormality in this control device may cause acceleration of the vehicle that is not intended by the driver. In order to suppress the occurrence of such a situation, the control device calculates a target value based on the redundant signal and the non-redundant signal, and sets the target value of the control amount based on the redundant signal of the redundant signal and the non-redundant signal. Calculate the monitoring value. If the deviation between the target value and the target monitored value is greater than or equal to the threshold value in the direction of vehicle movement, the control device determines that an abnormality has occurred within the control device, and performs abnormality processing such as fail-safe processing for the rotating electric machine. Execute.

Here, the target value may deviate significantly from the target monitoring value even though no abnormality has occurred within the control device. In this case, there is a concern that the abnormality process will be executed even though the situation is not such that the abnormality process should be executed, and the drivability of the vehicle will deteriorate.

The present invention provides a control device for a rotating electrical machine that can appropriately detect the occurrence of an abnormality in the control device while suppressing the occurrence of a situation in which abnormality processing is executed even though the abnormality processing is not in a situation where it should be executed. The main purpose is to provide.

The present invention includes a driving wheel, a rotating electric machine capable of transmitting power,
An inverter electrically connected to the rotating electrical machine, and a control device for a rotating electrical machine applied to a vehicle,
a target value calculation unit that calculates a target value of a control amount that is any of the torque of the rotating electric machine, the driving force of the rotating electric machine, or the acceleration acting on the vehicle, based on the redundancy signal and the non-redundancy signal;
an inverter operation unit that operates the inverter to control the control amount to the target value;
a monitoring value calculation unit that calculates a target monitoring value of the control amount based on the redundancy signal of the redundancy signal and the non-redundancy signal;
When the vehicle moves forward, the deviation between the target value and the target monitored value is calculated when the target value is equal to or higher than the first determination value, and the deviation is calculated when the target value is less than the first determination value. is not calculated, and the deviation is calculated when the target value is equal to or less than a second judgment value when the vehicle moves backward, and the deviation is not calculated when the target value exceeds the second judgment value. A calculation section.

The target value is calculated based on both the redundant signal and the non-redundant signal, whereas the target monitoring value is calculated based on the redundant signal of the redundant signal and the non-redundant signal. In other words, the non-redundant signal is not used to calculate the target monitoring value. This is one of the reasons why the target value can deviate significantly from the target monitoring value and the deviation between the target value and the target monitoring value can become large even though no abnormality has occurred in the control device. The inventor of the present application has discovered this.

Therefore, in the present invention, the deviation between the target value and the target monitored value is not calculated when the target value is less than the first determination value when the vehicle is moving forward. Furthermore, when the vehicle is traveling backwards, the deviation is not calculated if the target value exceeds the second determination value. If the deviation is not calculated, abnormality processing based on the deviation is not executed. Therefore, it is possible to appropriately detect the occurrence of an abnormality in the control device while suppressing the occurrence of a situation in which the abnormality processing is executed even though the abnormality processing is not in a situation where the abnormality processing should be executed.

FIG. 1 is an overall configuration diagram of an in-vehicle system according to a first embodiment. FIG. 3 is a functional block diagram showing processing of a vehicle control unit. FIG. 3 is a functional block diagram showing processing of a monitoring unit. 5 is a flowchart showing the procedure of target torque calculation processing by a vehicle control unit. The figure which shows an example of the target torque map used for calculation of a target torque. The figure which shows an example of the target monitoring torque map used for calculation of a target monitoring torque. 5 is a flowchart showing the procedure of monitoring processing by a monitoring unit. The figure which shows an example of the map used for calculation of a detection threshold value. The figure which shows an example of the map used for calculation of detection time. The time chart which shows the transition of target torque and vehicle acceleration when the accelerator pedal is not depressed. The time chart which shows the transition of target torque and vehicle acceleration when an accelerator pedal is depressed. 5 is a flowchart showing the procedure of determination processing by a monitoring unit. FIG. 3 is a diagram for explaining a first determination value when the vehicle is moving forward. FIG. 7 is a diagram for explaining a second determination value when the vehicle is moving backward. 7 is a flowchart showing a procedure of determination processing by a monitoring unit according to a second embodiment. 10 is a flowchart showing a procedure of monitoring processing by a monitoring unit according to a third embodiment.

<First embodiment>
DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of a control device according to the present invention will be described below with reference to the drawings. The control device of this embodiment is installed in a vehicle such as a hybrid vehicle or an electric vehicle that uses a rotating electric machine as a driving power source.

As shown in FIG. 1, the vehicle 10 includes a rotating electric machine 20, an inverter 30, and a storage battery 31 as a power storage device. In this embodiment, the rotating electrical machine 20 has a three-phase stator winding and a rotor, and is, for example, a permanent magnet type synchronous machine.

Vehicle 10 includes a transmission 23 and drive wheels 24 . The rotor of the rotating electrical machine 20 is capable of transmitting power to the drive wheels 24 via the transmission 23. In other words, the rotating electric machine 20 serves as a driving power source for the vehicle 10.

The stator winding of the rotating electric machine 20 is electrically connected to a storage battery 31 via an inverter 30. The inverter 30 has upper and lower arm switches. The storage battery 31 is a battery assembly consisting of a plurality of cells connected in series, and is, for example, a secondary battery such as a lithium ion storage battery or a nickel-hydrogen storage battery.

The vehicle 10 includes an accelerator sensor 40, a vehicle speed sensor 41, a shift position sensor 42, and a driving mode switch 43. The accelerator sensor 40 detects an accelerator operation amount Acc, which is the amount of depression of the accelerator pedal, which is an accelerator operation member, by the driver. Vehicle speed sensor 41 detects vehicle speed Vs, which is the traveling speed of vehicle 10.

The shift position sensor 42 detects a shift position SP, which is the position of a shift lever of the transmission 23 operated by the driver. The shift position SP of this embodiment includes a parking range (P range) used when parking the vehicle 10, a reverse range (R range) for instructing the vehicle 10 to move backward, and a power transmission range between the rotor and the drive wheels 24. It includes a neutral range (N range) that is cut off, and a drive range (D range) that instructs the vehicle 10 to move forward.

The running mode switch 43 is a switch for setting the torque output characteristics of the rotating electrical machine 20, and is operated by the driver. By operating the driving mode switch 43, the driving mode of the vehicle 10 is set. In this embodiment, the driving modes include eco, normal, sport, and power modes. The eco mode is a mode that emphasizes the energy efficiency of the vehicle 10, that is, the electricity consumption rather than the output, the sport mode is a mode that emphasizes the driving performance of the vehicle 10, that is, the output rather than the electricity consumption, and the normal mode is the eco mode. This is an intermediate mode between the mode and the sports mode.

The output signals of the sensors 40 to 42 and the driving mode signal Mo indicating the operating state of the driving mode switch 43 are transmitted to the control device 100 included in the vehicle 10. The control device 100 includes a vehicle control section 50, an MG control section 60, and a monitoring section 70.

As shown in FIGS. 1 and 2, the accelerator operation amount Acc and vehicle speed Vs, which are redundant signals, and the driving mode signal Mo, which is a non-redundant signal, are input to the vehicle control unit 50. Further, the output signal of the shift position sensor 42 is also input to the vehicle control unit 50 .

On the other hand, the accelerator operation amount Acc and vehicle speed Vs, which are redundant signals, are input to the monitoring unit 70, and the driving mode signal Mo, which is a non-redundant signal, is not input. Furthermore, the output signal of the shift position sensor 42 is also input to the monitoring unit 70 .

Taking the vehicle control unit 50 as an example, the redundant signal is a signal input to the vehicle control unit 50 from a redundant sensor, or a signal input from a sensor to the vehicle control unit 50 via a redundant signal line. This is a signal that The non-redundant signal is a signal input to the vehicle control unit 50 from a non-redundant sensor, or a signal input from a sensor to the vehicle control unit 50 via a single signal line.

In this embodiment, the sensor redundancy includes, for example, a configuration in which the detection element, signal processing circuit, and output section constituting the sensor are duplicated, or a single detection element is used, and the signal processing circuit and output unit are duplicated. This is realized with a configuration in which each output section is duplicated. Moreover, redundancy of signal lines can be realized, for example, by a configuration in which the sensor and the vehicle control unit 50 are connected by two or more signal lines.

On the other hand, in this embodiment, a non-redundant sensor is a sensor that includes a single detection element, a signal processing circuit, and an output section. Further, non-redundant signal lines refer to, for example, a mode in which the sensor and the vehicle control unit 50 are connected by a single signal line.

Note that it can also be said that the redundant signal is a signal with high reliability, and the non-redundant signal is a signal with lower reliability than the redundant signal.

The vehicle control unit 50 calculates a target torque (corresponding to a "target value") of the rotating electric machine 20 at every predetermined control cycle based on the accelerator operation amount Acc, the vehicle speed Vs, and the driving mode signal Mo. When the vehicle 10 is moving forward, when the target torque becomes a positive value, the vehicle 10 is attempted to be accelerated in the direction of travel, and when the target torque is a negative value, the vehicle 10 is attempted to be decelerated. On the other hand, when the vehicle 10 is traveling backwards, if the target torque becomes a negative value, an attempt is made to accelerate the vehicle 10 in the direction of travel, and if the target torque becomes a positive value, an attempt is made to decelerate the vehicle 10. The vehicle control unit 50 subjects the calculated target torque to gradual change processing and outputs the result. The gradual change process is a process in which when the target torque changes, the target torque before the change is gradually changed toward the target torque after the change. The gradual change process is for suppressing a sudden change in the torque of the rotating electrical machine 20 and suppressing a decrease in drivability. Note that in this embodiment, the vehicle control section 50 corresponds to a "target value calculation section".

In this embodiment, the gradual change process is a smoothing process or a rate process. The manner in which the torque gradually changes for each control period by the smoothing process is different from the manner in which the torque gradually changes for each control period by the rate process. First, the smoothing process will be explained.

If the calculated target torque exceeds the first predetermined torque (>0) or if the calculated target torque is less than the second predetermined torque (<0), the vehicle control unit 50 performs a smoothing process on the calculated target torque. give Specifically, the target torque used for torque control by the MG control unit 60 in the previous control cycle is T[n-1], and the target torque before smoothing calculated in the current control cycle is T[n]. When the degree of smoothing is Ra, the target torque Tac in the current control cycle subjected to the smoothing process is expressed by the following formula (eq1). Note that the smoothing degree Ra is a value greater than 0 and less than 1, and is set to, for example, 0.5.

Tac=T[n-1]+(T[n]-T[n-1])×Ra... (eq1)
The target torque Tac expressed by the above equation (eq1) is used for torque control in the current control cycle.

Next, rate processing will be explained. When the calculated target torque is within a predetermined torque range that is less than or equal to the first predetermined torque and greater than or equal to the second predetermined torque, the vehicle control unit 50 performs rate processing on the calculated target torque. The rate process is a process in which the target torque used for torque control in the previous control cycle is changed by a predetermined amount of change toward the target torque before the rate process calculated in the current control cycle.

For example, when the target torque changes in a stepwise manner, the gradual amount of the target torque in the smoothing process is initially large but gradually becomes smaller with each control cycle, whereas the gradual amount of the target torque in the rate process is controlled. The predetermined amount of change is constant for each cycle. When the sign of the torque of the rotating electric machine 20 changes, that is, when the torque of the rotating electric machine 20 is included in a predetermined torque range that crosses 0, a problem occurs in that the deterioration of drivability becomes noticeable when the amount of torque change is large. In order to deal with this problem, it has been confirmed that it is better to determine the torque gradual amount by rate processing instead of smoothing processing. From the above, when the target torque is included in the predetermined torque range including 0, the rate processing is performed on the target torque.

The MG control unit 60 performs switching control of the upper and lower arm switches of the inverter 30 in order to control the torque of the rotating electric machine 20 to the target torque Tac output from the vehicle control unit 50 after the gradual change process. Specifically, the MG control unit 60 performs power running drive control or regeneration drive control. The power running drive control is a switching control that converts the DC power output from the storage battery 31 into AC power and supplies the AC power to the stator winding. When this control is performed, the rotating electric machine 20 functions as an electric motor and generates power running torque. The regenerative drive control is switching control that converts AC power generated by the rotating electric machine 20 into DC power and supplies the DC power to the storage battery 31. When this control is performed, the rotating electrical machine 20 functions as a generator and generates regenerative torque. Braking force is applied to the wheels by the regenerative torque. Note that in this embodiment, the MG control section 60 corresponds to an "inverter operation section."

When monitoring the vehicle control unit 50, the monitoring unit 70 calculates a target monitoring torque (corresponding to a “monitoring value”) for each control cycle based on the accelerator operation amount Acc and the vehicle speed Vs. Then, the monitoring unit 70 subjects the calculated target monitoring torque to gradual change processing and outputs the result. In this embodiment, the gradual change process executed by the monitoring unit 70 is a smoothing process or a rate process, and the smoothing process and rate process executed by the monitoring unit 70 are executed by the vehicle control unit 50. It is assumed that the processing is the same as the reduction processing and the rate processing. Incidentally, it is not essential that the smoothing processing be the same in each of the vehicle control unit 50 and the monitoring unit 70, and it is not essential that the rate processing be the same in each of the vehicle control unit 50 and the monitoring unit 70. .

The monitoring unit 70 determines whether an abnormality has occurred in the vehicle control unit 50 according to the comparison result between the target torque Tac after the gradual change process outputted from the vehicle control unit 50 and the target monitoring torque Taw after the gradual change process. Abnormality processing is performed to output a fail-safe signal Sfs, which is a signal indicating that the MG control unit 60 is present, to the MG control unit 60. The failsafe signal Sfs is a signal that instructs to reduce the output torque of the rotating electrical machine 20 to creep torque, or a signal that instructs to reduce the output torque of the rotating electrical machine 20 to 0 and stop the rotating electrical machine 20. When the MG control unit 60 determines that the fail-safe signal Sfs has been input, it performs processing to reduce the output torque of the rotating electrical machine 20 to creep torque, or processing to reduce the output torque of the rotating electrical machine 20 to 0. In this embodiment, the monitoring unit 70 corresponds to a “monitoring value calculation unit” and a “processing unit”.

As shown in FIG. 2, the vehicle control unit 50 includes a central processing unit (CPU 51), a memory 52, an input/output interface 53, and a bus 54. The CPU 51, memory 52, and input/output interface 53 are connected via a bus 54 so that they can communicate bidirectionally. The memory 52 includes a nonvolatile memory (eg, ROM) that stores a target torque calculation program P1 for calculating the target torque Tac, and a memory other than the ROM (eg, RAM) that can be read and written by the CPU 51.

The non-volatile memory constituting the memory 52 further stores a target torque map M1 used for calculating the target torque. The target torque map M1 is map information in which the target torque is defined in relation to the driving mode, the accelerator operation amount Acc, and the vehicle speed Vs. The CPU 51 calculates the target torque by loading the target torque calculation program P1 stored in the memory 52 into a readable/writable memory and executing the program. The CPU 51 performs gradual change processing on the calculated target torque.

The input/output interface 53 is connected to an accelerator sensor 40, a vehicle speed sensor 41, a shift position sensor 42, a driving mode switch 43, an MG control section 60, and a monitoring section 70, respectively, via signal lines. Detection signals are input from the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, and driving mode switch 43, and redundant signals are input from at least the accelerator sensor 40, vehicle speed sensor 41, and shift position sensor 42, and when driving A non-redundant signal is input from the mode switch 43. That is, in this embodiment, the accelerator sensor 40, the vehicle speed sensor 41, and the shift position sensor 42 are redundant sensors, and the driving mode switch 43 is a non-redundant sensor.

As shown in FIG. 3, the monitoring unit 70 includes a CPU 71, a memory 72, an input/output interface 73, and a bus 74. The CPU 71, memory 72, and input/output interface 73 are connected via a bus 74 so that they can communicate bidirectionally. The memory 72 is a non-volatile memory (for example, ROM) that stores a monitoring program P2 for calculating the target monitoring torque, determining abnormality of the vehicle control unit 50, and deciding whether to execute fail-safe, and can be read and written by the CPU 71. memory other than ROM (for example, RAM).

The nonvolatile memory constituting the memory 72 further stores a monitored torque map M2 used for calculating the target monitored torque. The monitoring torque map M2 is map information in which the target monitoring torque Taw is defined in relation to the accelerator operation amount Acc and the vehicle speed Vs. Moreover, the monitored torque map M2 is associated with a plurality of target torques that can be set depending on the driving mode, that is, an output characteristic that provides the largest target torque among the output torque characteristics of the rotating electrical machine 20.

The CPU 71 calculates the target monitoring torque by loading the monitoring program P2 stored in the memory 72 into a readable/writable memory and executing the program. The CPU 71 performs gradual change processing on the calculated target monitoring torque. The CPU 71 compares the target monitoring torque Taw, which has been subjected to the gradual change process, with the target torque Tac, which has undergone the gradual change process, and determines whether to execute failsafe.

An accelerator sensor 40, a vehicle speed sensor 41, a shift position sensor 42, a vehicle control section 50, and an MG control section 60 are connected to the input/output interface 73 via signal lines, respectively. Detection signals are input from the accelerator sensor 40, the vehicle speed sensor 41, and the shift position sensor 42. The detection signal from the non-redundant driving mode switch 43 is not input to the monitoring unit 70.

Next, the target torque Tac calculation process executed by the CPU 51 of the vehicle control unit 50 will be described using FIG. 4. This process is repeatedly executed at a predetermined control cycle, for example, during the period from when the control system of the vehicle 10 is started to when it is stopped, or from when the start switch of the vehicle 10 is turned on until the start switch is turned off. be done.

In step S10, the input/output interface 53 transmits the accelerator operation amount Acc detected by the accelerator sensor 40, the vehicle speed Vs detected by the vehicle speed sensor 41, the shift position SP detected by the shift position sensor 42, and the driving mode switch. The driving mode signal Mo of No. 43 is acquired.

In step S11, a target torque is calculated based on the acquired accelerator operation amount Acc, vehicle speed Vs, driving mode signal Mo, target torque map M1, and shift position SP. In the present embodiment, the target torque map M1 defines a first characteristic line L1 when the driving mode is the eco mode and a second characteristic line L2 when the driving mode is the sports mode, as shown in FIG. has been done. The first characteristic line L1 and the second characteristic line L2 also depend on the vehicle speed Vs.

The target torque calculated in step S11 is subjected to the above-described gradual change processing, and the target torque Tac subjected to the gradual change processing is output to the MG control section 60 and the monitoring section 70.

Next, the monitoring process executed by the CPU 71 of the monitoring unit 70 will be described using FIG. 7. This process is repeatedly executed at a predetermined control cycle, for example, during a period from when the control system of the vehicle 10 is started to when it is stopped, or from when the start switch is turned on until the start switch is turned off. Note that the CPU 71 of the monitoring unit 70 and the CPU 71 of the vehicle control unit 50 may have the same control cycle or may have different control cycles.

In step S20, the accelerator operation amount Acc, vehicle speed Vs, shift position SP, and target torque Tac after gradual change processing are acquired via the input/output interface 73.

In step S21, a determination process is performed to determine whether or not to monitor the vehicle control unit 50. The determination process will be described in detail later.

In step S22, it is determined whether the determination result of the determination process is that monitoring will be executed.

If an affirmative determination is made in step S22, the process proceeds to step S23, where a target monitored torque is calculated based on the acquired accelerator operation amount Acc, vehicle speed Vs, and shift position SP, and the monitored torque map M2. Then, the calculated target monitoring torque is subjected to gradual change processing. As shown in FIG. 6, the monitored torque map M2 shows the output torque that is the largest among the output characteristics of the rotating electric machine 20 set depending on the driving mode, that is, the output torque that corresponds to the accelerator operation amount Acc is the largest. A second characteristic line L2 corresponding to the sports mode having the output characteristic is defined. Furthermore, the second characteristic line L2 has a characteristic that the torque difference with respect to the target torque calculated according to the output characteristics of modes other than the sports mode becomes large when the accelerator operation amount Acc becomes larger than 0. ing. The reason why the second characteristic line L2 having such an output characteristic is used is that the monitoring unit 70 calculates the target monitoring torque without using the driving mode signal Mo, and this prevents an error from occurring when the driving mode is the sports mode. This is to prevent judgment. Note that in FIG. 6, the first characteristic line L1 is shown as a broken line.

In step S24, a detection threshold value α (>0) is set based on the vehicle speed Vs. The detection threshold α is a threshold for determining whether an abnormality has occurred in the vehicle control unit 50 based on the target torque Tac and the target monitoring torque Taw. In this embodiment, as shown in FIG. 8, the detection threshold value α increases as the vehicle speed Vs increases.

In step S25, a detection time TL (corresponding to a "predetermined time") is set based on the accelerator operation amount Acc. In order to suppress an increase in vehicle acceleration G and promote a reduction in vehicle acceleration G, in this embodiment, as shown in FIG. 9, the detection time TL becomes shorter as the accelerator operation amount Acc becomes larger. However, in general, the driving range where the amount of depression of the accelerator pedal is maximum is limited, and so-called half throttle and partial throttle are often used. Therefore, in this embodiment, when the predetermined accelerator operation amount Acc is exceeded, the amount of change in the detection time TL relative to the amount of change in the accelerator operation amount Acc becomes excessively small. In this case, the detection time TL is shorter when the accelerator operation amount Acc is greater than 0 than when the accelerator operation amount is 0.

In step S26, the absolute value of the deviation between the target torque Tac after the gradual change process and the target monitoring torque Taw after the gradual change process is calculated, and it is determined whether the calculated absolute value is greater than or equal to the detection threshold α. . In this embodiment, the process of step S26 includes a "deviation calculation unit". FIG. 6 shows an upper threshold Gth for the monitoring unit 70 to determine that an abnormality has occurred in the vehicle control unit 50. The upper limit threshold Gth is a value "target monitoring torque + α" obtained by adding the detection threshold α to each torque value on the second characteristic line L2, and increases as the accelerator operation amount Acc increases. A situation in which an affirmative determination is made in step S26 is a situation in which the target torque is equal to or greater than the upper limit threshold value Gth.

If it is determined in step S26 that "|Tac-Taw|≧α", it is determined that there is a possibility that an abnormality has occurred in the vehicle control unit 50, and the process proceeds to step S27, where the count value C is set to 1. Increment by one.

On the other hand, if it is determined in step S26 that "|Tac-Taw|<α", it is determined that no abnormality has occurred in the vehicle control unit 50, and the process proceeds to step S28, where the count value C is set to 0. .

After completing the processing in step S27 or S28, the process proceeds to step S29, and it is determined whether the count value C has become equal to or longer than the detection time TL. If an affirmative determination is made in step S29, the process proceeds to step S30, and the failsafe signal Sfs is output to the MG control unit 60. On the other hand, if a negative determination is made in step S29, the failsafe signal Sfs is not output.

An example of changes in target torque Tac and vehicle acceleration G when the processes in FIGS. 4 and 7 are executed will be described with reference to FIGS. 10 and 11.

First, FIG. 10 shows a case where the vehicle 10 is moving forward and the accelerator operation amount Acc is zero. At time t1, the absolute value of the deviation between the target torque Tac and the target monitoring torque Taw becomes greater than or equal to the detection threshold value α, and counting of the count value C is started. Thereafter, at time t2 when the first predetermined time T1 has elapsed from time t1, the count value C becomes equal to or greater than the detection time TL. As a result, the fail-safe signal Sfs is output from the monitoring section 70 to the MG control section 60, and the target torque Tac decreases.

When the accelerator operation amount Acc is 0, as shown in FIG. 6, the difference Ag1 between the target monitoring torque Taw (=0) and the detection threshold value α is small. Therefore, the vehicle acceleration G that occurs in the vehicle 10 before the failsafe for the rotating electric machine 20 is executed is relatively small.

Next, FIG. 11 shows a case where the vehicle 10 is moving forward and the accelerator operation amount Acc is larger than zero. At time t1, the absolute value of the deviation between the target torque Tac and the target monitoring torque Taw becomes greater than or equal to the detection threshold value α, and counting of the count value C is started. Thereafter, at time t2 when a second predetermined time T2 (<T1) has elapsed from time t1, the count value C becomes equal to or greater than the detection time TL. As a result, the fail-safe signal Sfs is output from the monitoring section 70 to the MG control section 60, and the target torque Tac decreases.

When the accelerator operation amount Acc is larger than 0 and the driving mode is set to eco mode, the target torque is calculated according to the first characteristic line L1 shown by a broken line in FIG. 6. In this case, the torque difference Ag2 between the target torque and the upper limit threshold Gth is large. Therefore, when a target torque exceeding the upper limit threshold value Gth is calculated due to an abnormality occurring in the vehicle control unit 50, a large vehicle acceleration G that is not predicted by the driver occurs in the vehicle 10. Therefore, in the present embodiment, the monitoring unit 70 shortens the detection time TL as the accelerator operation amount Acc increases. Therefore, in this embodiment, the output timing t2 of the fail-safe signal Sfs can be brought forward compared to the output timing t3 of the fail-safe signal Sfs in the comparative example shown by the broken line in FIG. As a result, the output torque of the rotating electrical machine 20 can be reduced quickly, and the vehicle acceleration G can be reduced quickly. Note that the comparative example is, for example, a configuration in which the detection time TL is constant regardless of the accelerator operation amount Acc.

Incidentally, even though no abnormality has occurred in the vehicle control unit 50, the target torque Tac may deviate significantly from the target monitored torque Taw. In this case, even though the monitoring unit 70 is not in a situation where the fail-safe signal Sfs should be output, the fail-safe signal Sfs is output, and the output torque of the rotating electric machine 20 is reduced. As a result, there is a concern that drivability may deteriorate.

Here, to calculate the target torque, the accelerator operation amount Acc, vehicle speed Vs, and shift position SP, which are redundant signals, and the driving mode signal Mo, which is a non-redundant signal, are used, whereas the target torque The driving mode signal Mo is not used in the torque calculation. This is one of the reasons why the target torque Tac may deviate significantly from the target monitored torque Taw even though no abnormality has occurred in the vehicle control unit 50.

Further, under a situation where the target torque crosses 0 and the sign of the target torque Tac changes, the target torque Tac tends to deviate greatly from the target monitoring torque Taw even though no abnormality has occurred in the vehicle control unit 50. . Specifically, since the signal used to calculate the target torque and the signal used to calculate the target monitored torque are different as described above, the target torque and the target monitored torque may deviate from each other. In this case, the subsequent transition of the target torque Tac that has been subjected to the gradual change process is different from the subsequent transition of the target monitored torque Taw that has been subjected to the gradual change process. As a result, a situation occurs in which, for example, target torques within a predetermined torque range including 0 are subjected to rate processing, and target monitored torques outside the predetermined torque range are subjected to smoothing processing. In this case, the gradual amount of the target torque Tac due to the rate processing and the gradual amount of the target monitored torque Taw due to the smoothing process are different values, and the target torque Tac deviates significantly from the target monitored torque Taw.

Therefore, in this embodiment, the determination process of step S21 in FIG. 7 is performed. FIG. 12 shows the procedure of the determination process.

In step S40, it is determined whether the vehicle speed Vs is 0 or more.

If an affirmative determination is made in step S40, the process proceeds to step S41, where it is determined whether the target torque Tac after the gradual change processing is less than the first determination value Tjacc (>0). This process is a process for determining whether or not to monitor the vehicle control unit 50. Hereinafter, using FIG. 13, a method of determining the first judgment value Tjacc used when the vehicle 10 moves forward will be explained.

In this embodiment, the first determination value Tjacc is set to a value obtained by subtracting the first regenerative torque Tb1 (>0) from the first hazard torque Th1 (>0). The first hazard torque Th1 is the allowable upper limit value of the torque of the rotating electric machine 20 that is assumed to occur when unintended acceleration of the vehicle 10 in the forward direction occurs. Specifically, the first hazard torque Th1 is, for example, the torque of the rotating electric machine 20 required to accelerate the vehicle 10 at a predetermined acceleration (for example, 0.3 times the gravitational acceleration). The first regenerative torque Tb1 is the lower limit value of the regenerative torque of the rotating electrical machine 20 that can be generated when the vehicle 10 is moving forward and is decelerated by regenerative drive control.

Further, the first determination value Tjacc is set to a value smaller than the value G0 of the upper limit threshold Gth when the accelerator operation amount Acc is 0. Thereby, when the target torque Tac becomes equal to or less than the upper limit threshold value Gth, the vehicle control unit 50 can be monitored. Note that G0 is the same value as the sum of the absolute value of the target monitoring torque and the detection threshold value α. Further, the above-mentioned first predetermined torque that defines the predetermined torque range including 0 is set, for example, to a value smaller than the first determination value Tjacc.

If it is determined in step S41 that the target torque Tac after the gradual change process is greater than or equal to the first determination value Tjacc, the process proceeds to step S42, and it is determined that monitoring of the vehicle control unit 50 is to be executed.

On the other hand, if it is determined in step S41 that the target torque Tac after the gradual change process is less than the first determination value Tjacc, the process proceeds to step S43, and it is determined that monitoring of the vehicle control unit 50 is not performed. After completing the process in step S42 or S43, the process advances to step S22 in FIG.

If it is determined in step S40 that the vehicle speed Vs is less than 0, it is determined that the vehicle 10 is moving backward, and the process proceeds to step S44. In step S44, it is determined whether the target torque Tac after the gradual change process exceeds the second determination value Tjdec (<0). This process is a process for determining whether or not to monitor the vehicle control unit 50. Hereinafter, using FIG. 14, a method of determining the second judgment value Tjdec used when the vehicle 10 moves backward will be explained.

In this embodiment, the second determination value Tjdec is set to a value obtained by subtracting the second hazard torque Th2 (>0) from the second regenerative torque Tb2 (>0). The second hazard torque Th2 is a tolerable upper limit value of the torque of the rotating electrical machine 20 that is assumed to occur when unintended acceleration of the vehicle 10 in the reverse direction occurs. The second hazard torque Th2 is a value determined from the same viewpoint as the first hazard torque Th1. The second regenerative torque Tb2 is the lower limit value of the regenerative torque of the rotating electric machine 20 that can be generated when decelerating the vehicle 10 by regenerative drive control when the vehicle 10 is moving backward.

Further, the absolute value of the second determination value Tjdec is set to a value smaller than the value G0 of the upper limit threshold Gth when the accelerator operation amount Acc is 0. Note that in this embodiment, the absolute value of the first determination value Tjacc and the absolute value of the second determination value Tjdec are set to the same value. However, the setting is not limited to this, and the absolute value of the first judgment value Tjacc and the absolute value of the second judgment value Tjdec may be set to different values. Moreover, the second predetermined torque mentioned above is set to a value larger than the second determination value Tjdec, for example.

If it is determined in step S44 that the target torque Tac after the gradual change process is less than or equal to the second determination value Tjdec, the process proceeds to step S42. On the other hand, if it is determined in step S44 that the target torque Tac after the gradual change process exceeds the second determination value Tjdec, the process proceeds to step S43.

According to the process shown in FIG. 12 described above, while suppressing the occurrence of a situation in which the fail-safe signal Sfs is output from the monitoring unit 70 even though the situation is not such that the fail-safe signal Sfs should be output, the vehicle control unit 50 It is possible to appropriately determine whether or not an abnormality has occurred.

The signals used to calculate the target torque and target monitored torque may change depending on the required specifications of the vehicle. Even in this case, according to the process shown in FIG. 12, for example, by adjusting the first judgment value Tjacc and the second judgment value Tjdec, even though the monitoring unit 70 is not in a situation where the fail-safe signal Sfs should be output. Therefore, the occurrence of a situation in which the fail-safe signal Sfs is output can be suppressed. Therefore, even if the signals used to calculate the target torque and the target monitored torque change depending on the required specifications of the vehicle, the number of man-hours required for designing the control device 100 can be reduced.

<Modified example of the first embodiment>
- In step S40 of FIG. 12, in order to determine whether the vehicle 10 is moving forward or backward, for example, the rotational speed of the rotor of the rotating electric machine 20 may be used instead of the vehicle speed Vs. The rotation speed of the rotor may be calculated, for example, based on a detection signal from a rotation angle sensor such as a resolver that detects the electrical angle of the rotating electric machine 20.

- The first judgment value Tjacc shown in FIG. 13 is not limited to a positive value, but can also be a negative value. For example, when the first regenerative torque Tb1 becomes larger than the first hazard torque Th1, the first determination value Tjacc becomes a negative value.

Further, the second determination value Tjdec shown in FIG. 14 is not limited to a negative value, but may also be a positive value. For example, when the second regenerative torque Tb2 becomes larger than the second hazard torque Th2, the second determination value Tjdec becomes a positive value.

- Among the processes shown in FIG. 7, the processes in steps S27 to S29 may be deleted, and if an affirmative determination is made in step S26, the process may proceed to step S30.

<Second embodiment>
The second embodiment will be described below with reference to the drawings, focusing on the differences from the first embodiment. In this embodiment, the first determination value Tjacc and the second determination value Tjdec are variable based on the rotational speed Nm of the rotor that constitutes the rotating electrical machine 20.

FIG. 15 shows the procedure of the determination process according to this embodiment. Note that in FIG. 15, the same processes as those shown in FIG. 12 are given the same reference numerals for convenience.

When an affirmative determination is made in step S40, the process proceeds to step S45, and the first regenerative torque Tb1 is set based on the rotational speed Nm of the rotor. This setting is made in consideration of the fact that the first regenerative torque Tb1 can be made variable according to the rotational speed Nm of the rotor. For example, the higher the rotational speed Nm of the rotor, the smaller the first regenerative torque Tb1 is set. Then, by subtracting the set first regenerative torque Tb1 from the first hazard torque Th1, the first determination value Tjacc used in step S41 is set. After completing the process in step S45, the process advances to step S41. Note that the rotation speed Nm of the rotor may be calculated, for example, based on the detection signal of the rotation angle sensor.

If a negative determination is made in step S40, the process proceeds to step S46, and the second regenerative torque Tb2 is set based on the rotational speed Nm of the rotor. For example, the higher the rotational speed Nm of the rotor, the smaller the absolute value of the second regenerative torque Tb2 is set. Then, by subtracting the second hazard torque Th2 from the set second regenerative torque Tb2, the second determination value Tjdec used in step S44 is set.

According to the present embodiment described above, appropriate determination values Tjacc and Tjdec can be set according to the rotational speed of the rotor. Thereby, it is possible to accurately determine the area that requires monitoring by the vehicle control unit 50.

<Third embodiment>
The third embodiment will be described below with reference to the drawings, focusing on the differences from the first embodiment. In the present embodiment, the monitoring unit 70 performs a process of resetting the control device 100 as an abnormality process, as shown in step S31 in FIG. 16, instead of the failsafe process. This suppresses a decrease in reliability of the control device 100. Note that in FIG. 16, the same processes as those shown in FIG. 7 are given the same reference numerals for convenience.

<Other embodiments>
Note that each of the above embodiments may be modified and implemented as follows.

- For example, low-pass filter processing may be used as the smoothing process for the target torque and the target monitored torque. In this case, the degree of smoothing in the smoothing process by the monitoring unit 70 and the degree of smoothing in the smoothing process by the vehicle control unit 50 may be set to the same degree. When the smoothing process is a low-pass filter process, the degree of smoothing is, for example, the time constant of the low-pass filter.

Further, the smoothing process for the target torque and the target monitored torque is not limited to low-pass filtering. Other processing such as moving average processing may be used as long as the smoothing processing suppresses changes in each of the target torque and the target monitored torque.

- Gradual change processing may not be performed on the target torque and the target monitored torque. Even in this case, the fail-safe signal Sfs may be output even though no abnormality has occurred in the vehicle control unit 50 due to the difference in the signals used to calculate the target torque and the target monitoring torque. Therefore, the application of the present invention is effective.

- The non-redundant signal is not limited to the driving mode signal Mo, but may be, for example, a one-pedal mode signal indicating selection of a one-pedal mode that enables acceleration, deceleration, and braking by pressing the accelerator pedal.

- In the vehicle control unit 50, instead of the target torque [N/m] of the rotating electrical machine 20, a target driving force [N] of the rotating electrical machine 20, which is a correlation value of the torque of the rotating electrical machine 20, may be calculated. In this case, the monitoring unit 70 may calculate a target monitoring driving force instead of the target monitoring torque.

Further, in the vehicle control unit 50, instead of the target torque of the rotating electrical machine 20, a target acceleration [m/s^2] acting on the vehicle 10, which is a correlation value of the torque of the rotating electrical machine 20, may be calculated. In this case, the monitoring unit 70 may calculate the target monitoring acceleration instead of the target monitoring torque.

- The control device and the method described in this disclosure are implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be realized. Alternatively, the controller and techniques described in this disclosure may be implemented by a dedicated computer provided by a processor configured with one or more dedicated hardware logic circuits. Alternatively, the control unit and the method described in the present disclosure may be implemented using a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may be implemented by one or more dedicated computers configured. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

DESCRIPTION OF SYMBOLS 10... Vehicle, 20... Rotating electric machine, 30... Inverter, 50... Vehicle control part, 70... Monitoring part, 100... Control device.

Claims (9)

A driving wheel (24) and a rotating electric machine (20) capable of transmitting power,
A rotating electrical machine control device (100) applied to a vehicle (10) including an inverter (30) electrically connected to the rotating electrical machine,
Target value calculation for calculating a target value (Tac) of a controlled variable, which is any one of the torque of the rotating electrical machine, the driving force of the rotating electrical machine, or the acceleration acting on the vehicle, based on the redundant signal and the non-redundant signal. part (50) and
an inverter operation unit (60) that operates the inverter to control the control amount to the target value;
a monitoring value calculation unit (70) that calculates a target monitoring value (Taw) of the control amount based on the redundancy signal of the redundancy signal and the non-redundancy signal;
When the vehicle moves forward, a deviation between the target value and the target monitored value is calculated if the target value is equal to or higher than a first determination value (Tjacc), and if the target value is less than the first determination value. The deviation is not calculated when the vehicle is traveling backwards, and the deviation is calculated when the target value becomes a second judgment value (Tjdec) or less, and when the target value exceeds the second judgment value. A control device for a rotating electrical machine, comprising: a deviation calculating section (70) that does not calculate the deviation. The target value calculation unit performs gradual change processing on the calculated target value,
The monitoring value calculation unit performs gradual change processing on the calculated target monitoring value,
The inverter operation unit operates the inverter in order to control the control amount to the target value subjected to the gradual change processing,
The deviation calculation unit is configured to calculate the difference between the target value subjected to the gradual change process and the gradual change when the target value subjected to the gradual change process becomes equal to or greater than the first judgment value when the vehicle moves forward. A deviation from the processed target monitoring value is calculated, and when the target value subjected to the gradual change process is less than the first judgment value, the deviation is not calculated, and when the vehicle is traveling backwards. , the deviation is calculated when the target value subjected to the gradual change processing becomes equal to or less than the second judgment value, and when the target value subjected to the gradual change processing exceeds the second judgment value; The control device for a rotating electrical machine according to claim 1, wherein the deviation is not calculated. 2. The method according to claim 1, further comprising a processing section (70) that executes abnormality processing on the condition that when the deviation is calculated by the deviation calculation section, the absolute value of the calculated deviation is equal to or larger than a threshold value (α). 2. The control device for a rotating electrical machine according to 2. The control device for a rotating electrical machine according to claim 3, wherein the processing unit executes the abnormality processing when a state in which the absolute value of the calculated deviation is equal to or greater than the threshold continues for a predetermined time (TL). 5. The control device for a rotating electrical machine according to claim 3, wherein the abnormality processing is fail-safe processing for the rotating electrical machine. 6. The control device for a rotating electric machine according to claim 5, wherein the fail-safe process is a process for instructing a reduction in the torque of the rotating electric machine. 5. The control device for a rotating electrical machine according to claim 3, wherein the abnormality process is a process for resetting the control device. The target value and the target monitoring value increase as the amount of accelerator operation by the driver of the vehicle increases;
The absolute value of each of the first judgment value and the second judgment value is a value smaller than the sum (G0) of the target monitoring value and the threshold value when the accelerator operation amount is 0. The control device for a rotating electrical machine according to any one of the above. The control device for a rotating electric machine according to claim 1, wherein the first judgment value and the second judgment value are variable based on the rotational speed of a rotor constituting the rotating electric machine.

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