WO2016117433A1

WO2016117433A1 - Abnormality-response control device for electric automobile

Info

Publication number: WO2016117433A1
Application number: PCT/JP2016/050882
Authority: WO
Inventors: 明生中島
Original assignee: Ntn株式会社
Priority date: 2015-01-19
Filing date: 2016-01-13
Publication date: 2016-07-28
Also published as: JP2016134983A; JP6537832B2

Abstract

In an automobile provided with motors for individually driving left and right driving wheels, in cases when a malfunction occurs in one motor or one inverter device, travel for withdrawing or moving to a repair point can be carried out safely, while swiftly stabilizing vehicle behaviour as much as possible. The present invention is applicable to an electric automobile provided with: motors (5) for individually driving left and right driving wheels (2); left and right inverter devices (12) provided with control units (14a) for individually controlling the respective motors (5); and an ECU (11). An inter-inverter communication means (19) for performing communication between the left and right inverter devices (12) is provided. Mutual control units (14b) are provided which, when a malfunction occurs in any one of the motors (5) for individually driving the left and right driving wheels (2), or in any one of the inverter devices (12) therefor, use the inter-inverter communication means (19) to restrict the output of the other inverter device (12) without involving the ECU (11).

Description

Electric vehicle abnormality control system

Related applications

This application claims the priority of Japanese Patent Application No. 2015-007610 filed on Jan. 19, 2015, which is incorporated herein by reference in its entirety.

The present invention relates to an abnormality control apparatus for an electric vehicle equipped with a motor for individually driving left and right drive wheels such as a two-motor vehicle, a four-wheel drive vehicle, and an in-wheel motor vehicle.

There are in-wheel motor vehicles having left and right drive units and electric vehicles equipped with two or four motors that individually drive left and right drive wheels. In such a vehicle, it is common to arrange | position an inverter apparatus for every motor, and to arrange ECU (electronic control unit) which transmits the operation amount from an accelerator to each inverter apparatus.

In such a vehicle, when one of the inverter devices or the motor breaks down while traveling and stops only on one side, the behavior of the vehicle becomes worse if the remaining motor continues to produce a large torque. Inverter device or motor failure means no output, output does not fall from the maximum value or fall beyond the maximum value, output cannot be controlled, temperature is too high, power supply is cut off, The power supply voltage is too small or too large, the battery capacity is insufficient, the rotation sensor is abnormal, the current sensor is abnormal, the motor is locked, the cooling water is abnormal, the CPU is abnormal, or the switching element is abnormal.

In such a case, the other motor is also stopped or torque limited by a command from the ECU. Alternatively, a method has been proposed in which a special dedicated circuit is provided to pursue more safety. (Ref. 2)

JP 2013-251973 A JP 2008-245372 A JP 2012-186929 A JP 2004-175313 A

When dealing with malfunctions of motors and inverter devices with commands from the ECU as described above, the above sequence may not work as designed due to failures due to disconnection or short-circuiting of the communication lines between the ECU itself or the ECU and the inverter device. Yes, safety is insufficient.

It has also been proposed to perform abnormality handling control directly between the inverter devices without going through the ECU (for example, Patent Documents 3 and 4). However, in the technique of Patent Document 3, when abnormality is detected, the motors of the left and right wheels are controlled so as to approach the same state as the other motor where abnormality is detected. Is expected to be unable to drive the other motor. Further, in the technique of Patent Document 4, when abnormality is detected, the motor of one of the left and right wheels is controlled by the inverter device of the other wheel which is the sound side, but the power transmission rate of the clutch or the like is changed. A power transmission mechanism is required.

The object of the present invention is to provide a vehicle equipped with a motor that individually drives the left and right drive wheels. It is an object of the present invention to provide an abnormality control device for an electric vehicle that can be safely evacuated or moved to a repair location so as not to hinder the traveling of the vehicle.

Hereinafter, in order to facilitate understanding, the present invention will be described with reference to the reference numerals of the embodiments for convenience.

The abnormality control apparatus for a first electric vehicle according to the present invention is equipped with motors 5 that individually drive the left and right drive wheels 2, and left and right inverter devices 12 having a control unit 14 that individually controls the motors 5. And an ECU 11 that provides a drive command generated from an accelerator input to the control unit 14 of each inverter device 12.
An inter-inverter communication means 19 for performing communication between the left and right inverter devices 12 is provided;
When any one of the motors 5 that individually drive the left and right drive wheels 2 or an inverter device 12 thereof malfunctions, the other inverter is used without the intervention of the ECU 11 using the inter-inverter communication means 19. A mutual control unit 14b for limiting the output of the device 12 is provided.
The “output limitation” may be, for example, a limitation on the output torque command value or a limitation on the rotational speed. This “output restriction” is the same in the following description unless otherwise specified.

According to this configuration, the mutual control unit 14b provided in the inverter device 12 performs communication between the inverters when any one of the motors 5 that individually drive the left and right drive wheels 2 or the inverter device 12 has a problem. A means 19 is used to limit the output of the other inverter device 12 without intervention of the ECU 11. As described above, when a problem occurs in either the left or right motor 5 or the inverter device 12, the other inverter device 12 does not stop the output but continues to drive while limiting the output. Therefore, when a problem occurs in some of the motors and the inverter device 12, it is possible to safely travel such as retreating to the road shoulder or moving to a repair location so as not to hinder the traveling of other vehicles.

Further, communication is directly performed by the inverter device 12 using the inter-inverter communication means 19 without intervention of the ECU 11, and the motor control by the healthy inverter device 12 is continued while limiting the output. Therefore, even if there is a failure due to disconnection or short-circuit of the ECU 11 itself or the communication line between the ECU 11 and the inverter device 12, the output can be limited, and since it does not go through the ECU 11, the responsiveness from malfunction detection is good. Even if the malfunction of the inverter device 12 occurs, the behavior of the vehicle can be stabilized as quickly as possible.

In the abnormality control apparatus for an electric vehicle according to the present invention, the inter-inverter communication means 19 between the left and right inverter devices 12 may be part of a LAN (local area network) that performs in-vehicle communication. If the inter-inverter communication means 19 is part of a LAN that performs communication within the vehicle 1, a general standard LAN or the like can be used, and inter-inverter communication can be performed stably without providing special equipment.

In the electric vehicle abnormality response control device of the present invention, the inter-inverter communication means 19 between the left and right inverter devices 12 may be configured by directly connecting a line between the two inverter devices 12. When the inter-inverter communication means 19 is configured to connect a line directly between the two inverter devices 12, unlike the case where it is part of a LAN that performs in-vehicle communication, communication of other information is completed. There is no need to wait and the responsiveness is further improved.

In the electric vehicle abnormality response control apparatus according to any one of the configurations of the present invention, the electric vehicle includes a motor 5 that individually drives the left and right drive wheels 2 that are front wheels, and a left and right drive wheel 2 that is rear wheels. It is a four-wheel drive electric vehicle including a motor 5 that is individually driven and a left and right inverter device 12 on the front wheel side and a left and right inverter device 12 on the rear wheel side that includes a control unit 14 that individually controls the motors 5. The inter-inverter communication means 19 for performing communication between the left and right inverter devices 12 on the front wheel side and the inter-inverter communication means 19 for performing communication between the left and right inverter devices 12 on the rear wheel side may be provided independently of each other. good. According to this configuration, in the four-wheel drive vehicle, the output restriction control can be performed between the inverter devices 12 of the left and right motors 5 on the front wheel side and the rear wheel side, respectively.

Another electric vehicle abnormality control apparatus according to the present invention is equipped with motors 5 that individually drive the front and rear drive wheels 2 and has left and right inverter devices each having a control unit 14 that individually controls the motors 5. 12 and an ECU 11 for giving a drive command generated from an accelerator input to the control unit 14 of each inverter device 12.
When inter-inverter communication means 19 for connecting all of the inverter devices 12 to each other is provided and any one of the motors 5 and the inverter devices 12 has a problem with the motor 5 or the inverter device 12, The inter-inverter communication means 19 is used to limit the output of all the inverter devices 12 except the motor 5 or the inverter device 12 in which a problem has occurred without intervention of the ECU 11, using the inter-inverter communication means 19. A mutual control unit 14b is provided.

In the case of this configuration, when a failure occurs in one motor 5 or the inverter device 12 in a four-wheel drive vehicle, the outputs of all the inverter devices 12 other than the motor 5 or the inverter device 12 in which the failure occurs are limited. . Therefore, in a four-wheel drive vehicle, it is possible to travel to a retreat location or a repair location more safely. Even in this case, since the ECU 11 is not provided, the response from the failure detection is good, and the behavior of the vehicle can be stabilized as quickly as possible even if a failure of the motor 5 or the inverter device 12 occurs.

Still another abnormality control apparatus for an electric vehicle according to the present invention includes a motor 5 that individually drives the front and rear left and right drive wheels 2 and includes a control unit 14 that individually controls the motors 5. An abnormality response control device in a four-wheel drive electric vehicle having a device 12 and an ECU 11 that gives a drive command generated from an accelerator input to each control unit 14 of the inverter device 12,
An inter-inverter communication means 19 for connecting at least the left and right inverter devices 12 on the front wheel side and the left and right inverter devices 12 on the rear wheel side;
When a problem occurs in either the left or right motor 5 or the inverter device 12 of the front wheel, the output of only the other inverter device 12 of the front wheel is limited, and the left or right motor 5 or the inverter device 12 of the rear wheel is limited. When a problem occurs, the mutual control unit 14b that restricts the output of only the other inverter device 12 of the rear wheel is provided.

In the case of this configuration, when a problem occurs in one motor 5 or the inverter device 12 in a four-wheel drive vehicle, either the left or right motor 5 or the inverter device 12 is defective between the front wheels and the rear wheels. When this occurs, the output of the other inverter device 12 is limited. Therefore, in a four-wheel drive vehicle, it is possible to safely travel to a evacuation site or a repair location while maintaining high traveling performance while suppressing the degree of output restriction as much as possible. Even in this case, since the ECU 11 is not provided, the response from the failure detection is good, and the behavior of the vehicle can be stabilized as quickly as possible even if a failure of the motor 5 or the inverter device 12 occurs.

Any combination of at least two configurations disclosed in the claims and / or the specification and / or the drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the invention.

The present invention will be understood more clearly from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.

It is a block diagram which shows the conceptual structure of the electric vehicle to which the abnormality response control apparatus which concerns on 1st Embodiment of this invention is applied. It is a block diagram which shows the conceptual structure of the control system of the electric vehicle of FIG. 1A. It is a block diagram which shows the specific example of the mutual control part in the abnormality handling control apparatus. It is explanatory drawing which shows the example made into the photocoupler system of the communication means between inverters in the same abnormality response control apparatus. It is explanatory drawing which shows the example made into the wired OR system of the communication means between inverters in the abnormality response control apparatus. It is a flowchart which shows the control action of the abnormality handling control device. It is a block diagram which shows the conceptual structure of the electric vehicle to which the abnormality response control apparatus which concerns on other embodiment of this invention is applied. It is a block diagram which shows the conceptual structure of the control system of the electric vehicle of FIG. 6A. It is a block diagram which shows the conceptual structure of the electric vehicle to which the abnormality response control apparatus which concerns on further another embodiment of this invention is applied. It is a block diagram which shows the conceptual structure of the control system of the electric vehicle of FIG. 7A.

A first embodiment of the present invention will be described with reference to FIGS. 1A to 5. In the electric vehicle to which the abnormality response control device shown in FIG. 1A is applied, the left and right rear wheels of the rear portion of the vehicle 1 are driven wheels 2 that are individually driven by respective motors 5, and the front wheels are turned by the steering device 8. It is an example of the rear-wheel two-wheel drive vehicle used as the driven wheel 3 to be steered. The motor 5 includes a wheel bearing 6 that supports the drive wheel 2 and a speed reducer 7 that reduces and transmits the rotation of the motor 5 to an inner ring that serves as a rotating wheel serving as a hub of the wheel bearing 6. A wheel motor driving device 4 is configured. Each drive wheel 2 and driven wheel 3 is provided with a brake 9. Each motor 5 is an AC motor such as a synchronous motor. The steering device 8 is operated by a steering operation means 18 such as a steering wheel.

The control system includes an ECU 11 that is an electric control unit that performs integrated control and cooperative control of the entire vehicle, and a plurality of inverter devices 12 that control each motor 5 in accordance with a command output from the ECU 11.

The ECU 11 is also referred to as “VCU (vehicle control unit)” in the case of an electric vehicle. The ECU 11 has a LUT (Look Up Table) implemented by software or hardware in response to an accelerator input from an accelerator operating means 16 such as an accelerator pedal and a brake input from a brake operating means 17 such as a brake pedal. Alternatively, a command for braking / driving torque of the entire vehicle is generated using a predetermined conversion function stored in a library of software or hardware equivalent thereto (hereinafter referred to as an “implementation model”), Instruction torque generating means 11a distributed to the inverter device 12 of each motor 5 is provided. The ECU 11 includes a microcomputer having a microprocessor, a ROM (Read Only Memory) having a program executed by the microprocessor, and other electronic circuits such as a RAM (Random Access Memory) and a coprocessor (Co-Processor). (Not shown).

The inverter device 12 includes a power circuit unit 13 and a control unit 14 (FIG. 1B). The power circuit unit 13 is composed of a plurality of power elements composed of switching elements. The inverter 15 converts the DC power of the battery into three-phase AC power and supplies it to the motor 5, and outputs the inverter 15 by PWM control or the like. And a circuit to be controlled (not shown). The control unit 14 is configured by the microcomputer, the ROM, the electronic circuit, and the like (not shown), similar to the ECU 11.

The control unit 14 of the inverter device 12 is provided with a torque control unit 14 a that outputs a current command to the power circuit unit 13 in accordance with a torque command given from the ECU 11. The torque control unit 14a performs torque control by feedback that uses current control or the like. Further, control for improving efficiency, such as vector control in accordance with the rotational phase of the motor 5 or the like, is performed. Specifically, the torque control unit 14a receives the torque command, the feedback current value, and the like using the above-described realization model and the comparison function, the subtraction function, or equivalent hardware, and the like. It is composed of a hardware circuit or a software function on the processor that can execute control or vector control and output a torque command value or the like.

The abnormality control apparatus for an electric vehicle according to this embodiment is provided with inter-inverter communication means 19 for performing communication between the individual inverter devices 12 in the control system having the above-described configuration. Each control unit 14b is provided.

The inter-inverter communication means 19 is provided as a part of a LAN that performs communication within the vehicle 1, for example. As this LAN, for example, a general LAN such as CAN (Controller Area Network), FlexRay, Ethernet (registered trademark), LIN (Local Interconnect Network), or RS-485 can be used. In this case, either a configuration in which a dedicated line is installed between the two inverter devices 12 or a configuration in which other devices use a connected line may be used.

The inter-inverter communication means 19 may be configured to exchange signals by directly connecting lines in addition to the general LAN. As a method of directly connecting the lines, an example (not shown) of a relay contact signal method such as a method using the photocoupler of FIG. 3 or a wired OR method of FIG. 4 can be adopted.

The inter-inverter communication means 19 using the photocoupler shown in FIG. 3 is connected to the photocoupler 19a provided in each of the left and right inverter devices 12 from the stop command transmitting means 19b provided in the other inverter device 12 when a malfunction occurs. In this example, a stop command is transmitted. Each wiring between the left and

right inverter devices

12, 12 in the example of FIG.

The wired OR inter-inverter communication means 19 shown in FIG. 4 is configured by providing a wired OR circuit 19c in each of the left and right inverter devices 12, and connecting them with a dedicated wiring. In the case of this configuration, the left and right faulty inverter devices 12 send a stop command to the other side with dedicated wiring. For example, the normal state is set to H level, and the abnormal state is set to L level to notify the abnormality. Each inverter device 12 determines that the counterpart inverter device 12 is abnormal when it detects the L level while it is outputting the H level.

The mutual control unit 14b in the control unit 14 of the inverter device 12 in FIG. 1B uses the inter-inverter communication means 19 when the malfunction occurs in any one of the motors 5 or the inverter device 12, and the ECU 11 This is a means for limiting the output of the other inverter device 12 which is the normal one without any intervention. As the output limitation by the mutual control unit 14b, for example, the maximum value of the normal torque of one wheel is lowered to a value arbitrarily set between 50% and 5%. The mutual control unit 14b may be stopped particularly when the degree of abnormality is high.

As shown in FIG. 2, the mutual control unit 14b includes a self-diagnosis function unit 21, a torque / state determination unit 22, and an inter-inverter communication control unit 14bb. Specifically, the self-diagnostic function unit 21 uses the above-described implementation model and the comparison function, the subtraction function, hardware equivalent thereto, or the like that an abnormality has occurred in its own inverter device 12 or motor 5. Is constituted by a software function on a hardware circuit or a processor (not shown) capable of diagnosing the signal according to a predetermined diagnostic criterion and an input signal. For example, it detects whether it is normal, abnormal, or stopped. The torque / state determination unit 22 is configured by a hardware circuit or a software function on a processor (not shown) that determines detection values such as the motor rotation speed, torque (motor current), and temperature. When the self-diagnosis function unit 21 diagnoses an abnormality, the inter-inverter communication control unit 14bb transmits an abnormality occurrence signal to the other inverter device 12 via the inter-inverter communication unit 19, and determines the torque / state. The determination result of the unit 22 is always transmitted. The self-diagnosis function unit 21 and the torque / state determination unit 22 constitute a self-side diagnosis unit 14ba.

The mutual control units 14b connected by the inter-inverter communication means 19 communicate, for example, part or all of the following information with each other.
(1) Self-diagnosis result: “Normal”, “Abnormal” or “Stopped”.
(2) Operating status: rotational speed, torque, temperature, etc.
(3) Command value from ECU11.

Moreover, the mutual control part 14b compares the information from the other party, its own information, and the command information from the ECU 11, and if there is a contradiction, it limits or stops the torque. Specifically, for example, torque is limited or stopped in the following cases. In the case of stop or torque limitation, a stop signal is transmitted to the other party by the inter-inverter communication means 19.
(1) When the result of the other party's self-diagnosis is abnormal or stopped.
(2) When the other party's driving situation is far from what is expected.
Estimated values can be determined in advance and used as a function of their own data.
(3) When the command value from the other ECU 11 is far from the expected value.
For example, when a stop command is input to the other party or the torque is significantly different.
(4) When there is no communication from the other party for a certain time.
Note that the mutual control unit 14b also communicates with the ECU 11 to stop or limit torque for the other party's reason.

FIG. 5 is a flowchart showing an example of processing of the mutual control unit 14b in the ECU 11 and the left and right inverter devices 12 in the abnormality response control device having the above configuration. The ECU 11 calculates the torque value of the torque command as a drive command to be distributed to the left and right motors 5 according to the accelerator input and the brake input that are the driver's operation amounts, and distributes them to the inverter devices 12 of the left and right motors 5 (steps). S1). Thereafter, the ECU 11 performs an environmental diagnosis that is a diagnosis related to an arbitrarily set predetermined item of the vehicle 1 (step S2), and if there is an abnormality, sends a stop command to the left and right inverter devices 12 (step S3). Return to step S1. If the environmental diagnosis (step S2) is normal, the process returns to step S1.

Since the left and right inverter devices 12 perform the same processing as each other, the processing of the left inverter device 12 will be described, and for the right inverter device 12, the corresponding step symbols will be denoted by dashes and description thereof will be omitted.

When each inverter device 12 receives a torque command from the ECU 11 (step S4), a current corresponding to the torque command is given to each motor 5 (step S5), and the motor 5 gives a driving force to the drive wheels 2, and the vehicle 1 Is driven. Thereafter, the generated torque is estimated (step S6), and the abnormality of the other motor 5 or the inverter device 12 is determined (step S7). For the determination of the abnormality, for example, a value obtained by performing torque estimation (the estimated value in step S6 ′ because it is a determination in the left inverter 12) by the other inverter device 12 is used. If an abnormality is determined, an output restriction command is output (step S9), and an output restriction process is performed (step S10). Depending on the degree of abnormality, the output is stopped instead of the output restriction (steps S9 and S10).

In the determination step S7, if the determination is normal, a self-diagnosis is performed (step S8). If the result of self-diagnosis is normal, the process returns to step S1, and if abnormal, an output restriction command is output (step S9), and output restriction processing is performed (step S10). The self-diagnosis (step S8) uses the failure diagnosis of the inverter and the motor and the output restriction command (corresponding to step S9 or step S9 ') of the other inverter device 12. The above motor / inverter failure is not output, the output does not drop from the maximum value, or more than that, the output cannot be controlled, the temperature is too high, the power supply is cut off, the power supply voltage Is too small or too large, battery capacity is insufficient, rotation sensor abnormality, current sensor abnormality, motor lock, cooling water abnormality, CPU abnormality, or switching element abnormality. In step S8, if a stop command is transmitted in step S3, the process proceeds to step S9 (or step S9 ').

According to the abnormality control device for an electric vehicle having the above-described configuration, when a malfunction occurs in either the left or right motor 5 or the inverter device 12, the other inverter device 12 does not stop the output, Continue driving while limiting output. Therefore, when a problem occurs in some of the motors and the inverter device 12, it is safe to evacuate to a roadside belt or a shoulder so as not to hinder the traveling of other vehicles or move to a repair location. Yes. When an abnormality occurs on one wheel on an expressway or the like, it is safer to take a measure such as applying a slight torque and retracting the vehicle to the roadside belt, rather than stopping the other wheel.

Further, communication between the inverter devices 12 is performed directly using the inter-inverter communication means 19 without intervention of the ECU 11, and the motor control by the healthy inverter device 12 is continued while limiting the output. Therefore, even if there is a failure due to disconnection or short-circuit of the ECU 11 itself or the communication line between the ECU 11 and the inverter device 12, the output can be limited, and since it does not go through the ECU 11, the responsiveness from malfunction detection is good. Even if the malfunction of the inverter device 12 occurs, the behavior of the vehicle can be stabilized as quickly and reliably as possible.

When the inter-inverter communication means 19 is part of a LAN that performs in-vehicle communication, a general standard LAN or the like can be used, and inter-inverter communication can be stably performed without providing special equipment. Yes. Further, when the inter-inverter communication means 19 is configured to connect a line directly between the two inverter devices 12, it is different from the case where it is a part of a LAN that performs in-vehicle communication. It is not necessary to wait for the completion of the response, and the responsiveness is further improved.

6A and 6B show another embodiment of the present invention. In this embodiment, the items other than those specifically described are the same as those in the above embodiment, and the description thereof is omitted. This embodiment is an example applied to a four-wheel drive electric vehicle equipped with four motors 5 that individually drive the left and right front and rear drive wheels 2. In this example, the front wheel and the rear wheel are considered separately and the same control as described above is performed. That is, in this example, the left and right inverter devices 12 on the front wheel side and the left and right inverter devices 12 on the rear wheel side each having a control unit 14 for individually controlling each motor 5 are provided, and between the left and right inverter devices 12 on the front wheel side. An inter-inverter communication means 19 for performing communication and an inter-inverter communication means 19 for performing communication between the left and right inverter devices 12 on the rear wheel side are provided independently of each other. However, the same LAN may be used physically and only the signal destination may be divided. Even when the lines are directly connected, two sets of inter-inverter communication means 19 are prepared for each of the front and rear.

In this embodiment, for example, when one inverter device 12 or motor 5 of the front wheel is abnormal, the abnormality of one inverter device 12 or motor 5 is determined by the independent inter-inverter communication 19 on the front wheel side without going through the ECU 11. Communication is made with the other inverter device 12, and the other inverter 12 automatically limits or stops the torque. The same applies to the rear wheels. As described above, in the four-wheel drive vehicle, the output restriction can be controlled between the inverter devices 12 of the left and right motors 5.

7A and 7B show still another embodiment of the present invention. In this embodiment, the items other than those specifically described are the same as those in the above embodiment, and the description thereof is omitted. This embodiment is an example applied to a four-wheel drive electric vehicle equipped with four motors 5 that individually drive the left and right front and rear drive wheels 2. In this example, inter-inverter communication means 19 for connecting all of the inverter devices 12 is provided, and a mutual control unit 14b is provided in the control unit 14 of all the inverter devices 12.

Each of the mutual control units 14b uses the inter-inverter communication means 19 when the malfunction occurs in any one of the motors 5 and the inverter device 12, and the ECU 11 Without any intervention, the output of all the inverter devices 12 except the motor 5 or the inverter device 12 in which a problem has occurred is limited using the inter-inverter communication means 19 between the inverter devices 12.

In the case of this configuration, when a problem occurs in one motor 5 or inverter device 12 in a four-wheel drive vehicle, the output of all inverter devices 12 except the motor 5 or inverter device 12 in which the problem occurs is limited. Therefore, it is possible to more safely travel to the evacuation place or repair place. Even in this case, since the ECU 11 is not provided, the response from the failure detection is good, and the behavior of the vehicle can be stabilized as quickly as possible even if a failure of the motor 5 or the inverter device 12 occurs.

In the abnormality control device for an electric vehicle shown in the figure, the inter-inverter communication means 19 is configured to connect all the inverter devices 12 in the same manner as described above, and each of the mutual control units 14b When any one of the motors 5 or the inverter device 12 has a problem, the output of only the other inverter device 12 of the front wheel is limited, and the trouble occurs in either the left or right motor 5 or the inverter device 12 of the rear wheel. In this case, the output of only the other inverter device 12 of the rear wheel may be limited. In the case of the configuration of the mutual control unit 14b, the inter-inverter communication means 19 does not necessarily have to be configured to connect all the inverter devices 12 to each other, and at least the left and right inverter devices 12 on the front wheel side. Any configuration may be used as long as it is connected to each other and between the left and right inverter devices 12 on the rear wheel side.

In the case of this configuration, when a problem occurs in one motor 5 or inverter device 12 in a four-wheel drive vehicle, for example, either the left or right motor 5 or inverter device between front wheels and rear wheels. When a failure occurs in the inverter 12, the output of the other inverter device 12 is limited. Therefore, in a four-wheel drive vehicle, it is possible to safely travel to a evacuation site or a repair location while maintaining high traveling performance while suppressing the degree of output restriction as much as possible. Even in this case, since the ECU 11 is not provided, the response from the failure detection is good, and the behavior of the vehicle can be stabilized as quickly as possible even if a failure of the motor 5 or the inverter device 12 occurs.

In each of the above-described embodiments, the case where the present invention is applied to an electric vehicle equipped with the in-wheel motor drive device 4 has been described. However, the present invention is not limited to an in-wheel motor vehicle, and motors that individually drive left and right drive wheels. Applicable to general electric vehicles equipped with For example, the present invention can also be applied to an automobile in which the motor 5 is installed on a chassis and the rotation of the corresponding motor 5 is transmitted to wheels via a transmission component such as a drive shaft or a constant velocity joint. Moreover, the electric vehicle to which the speed control device of the present invention is applied can be applied to a hybrid vehicle equipped with a motor and an engine, when the vehicle is driven by a motor.

As mentioned above, although the suitable form for implementing this invention based on the said embodiment was demonstrated, referring drawings, embodiment disclosed here is an illustration and restrictive at no points. . The scope of the present invention is shown not by the above description but by the claims. Those skilled in the art will readily appreciate various changes and modifications within the obvious scope upon reviewing this specification. Therefore, such changes and modifications should be construed as being within the scope of the invention defined by the claims or within the scope equivalent thereto.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Drive wheel 3 ... Driven wheel 4 ... In-wheel motor drive device 11 ... ECU
11a ... Instruction torque generating means 12 ... Inverter device 13 ... Power circuit part 14 ... Control part 14b ... Mutual control part 15 ... Inverter 19 ... Inter-inverter communication means

Claims

Motors for individually driving left and right drive wheels are mounted, and left and right inverter devices having control units for individually controlling the motors, and drive commands generated from accelerator inputs are given to the control units of the inverter devices. An abnormality response control device in an electric vehicle having an ECU,
An inter-inverter communication means for performing communication between the left and right inverter devices;
When any one of the motors individually driving the left and right drive wheels or its inverter device fails, the inter-inverter communication means is used to output the other inverter device without intervention of the ECU. An electric vehicle abnormality control device provided with a mutual control unit for limiting.
2. The electric vehicle abnormality response control device according to claim 1, wherein the inter-inverter communication means between the left and right inverter devices is part of a LAN for in-vehicle communication.
The electric vehicle abnormality response control device according to claim 1, wherein the inter-inverter communication means between the left and right inverter devices is configured by directly connecting a line between the two inverter devices. Control device.
4. The electric vehicle abnormality response control apparatus according to claim 1, wherein the electric vehicle individually drives a left and right driving wheel as a front wheel, and a left and right driving wheel as a rear wheel. A front wheel side left and right inverter device and a rear wheel side left and right inverter device each having a motor for individually driving the motor, and a control unit for individually controlling the motors. An electric vehicle abnormality response control device provided with an inter-inverter communication means for performing communication between left and right inverter devices and an inter-inverter communication means for performing communication between left and right inverter devices on the rear wheel side independently of each other.
Left and right inverter devices each having a control unit that individually controls the front and rear left and right drive wheels and individually controlling each motor, and each control unit of the inverter device that generates a drive command generated from an accelerator input An abnormality handling control device in a four-wheel drive electric vehicle having an ECU
Comprising inter-inverter communication means for connecting all of the inverter devices;
When a failure occurs in any one of the motors and the inverter device, the motor or the inverter device in which the failure occurs using the inter-inverter communication means without intervention of the ECU. An abnormality control apparatus for an electric vehicle provided with a mutual control unit for limiting output of all inverter apparatuses except for using the inter-inverter communication means.
Left and right inverter devices each having a control unit that individually controls the front and rear left and right drive wheels and individually controlling each motor, and each control unit of the inverter device that generates a drive command generated from an accelerator input An abnormality handling control device in a four-wheel drive electric vehicle having an ECU
At least inter-inverter communication means for connecting between the left and right inverter devices on the front wheel side and between the left and right inverter devices on the front wheel side,
When a problem occurs in either the left or right motor or inverter device of the front wheel, the output of only the other inverter device of the front wheel is limited, and a problem occurs in either the left or right motor or inverter device of the rear wheel Is an abnormality control device for an electric vehicle provided with a mutual control unit that restricts the output of only the other inverter device of the rear wheel.