Control device for a mobile body

Abstract

A control device (80) is provided to a mobile body (10) that moves based on power output from a plurality of motor sections (311, 312). The control device includes a plurality of motor control sections (63a, 63b) that individually control each of the plurality of motor sections, and a plurality of monitoring sections (64a, 64b) that individually monitor each of the plurality of motor control sections for abnormalities. When an abnormality in a motor control section is detected by any of the plurality of monitoring sections, control of the motor section by the abnormal motor control section is stopped, while control of the motor section by a normal motor control section that has not detected an abnormality is continued.

Description

[0001] Citation of relevant applications

[0002] This application claims priority to Japanese Patent Application No. 2020-119784, filed on July 13, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a control device for a moving body. Background Technology

[0004] Conventionally, there exists a vehicle as described in Patent Document 1. This vehicle has a first electric generator and a second electric generator as power sources for its operation. Furthermore, the vehicle includes a first inverter device and a first ECU for driving the first electric generator, and a second inverter device and a second ECU for driving the second electric generator. In this vehicle, for example, if an abnormality is detected in the first inverter device, the first electric generator is stopped; on the other hand, a reversing operation is performed by driving the second electric generator.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2007-28733 Summary of the Invention

[0008] In the vehicle described in Patent Document 1, either the first ECU or the second ECU may malfunction. One method for detecting ECU malfunctions is mutual monitoring, which involves comparing the calculation results of the two ECUs. However, while mutual monitoring can detect an malfunction in one of the ECUs, it cannot pinpoint which ECU is malfunctioning. That is, based solely on the information that the calculation results of each ECU are different, it is impossible to determine which ECU's calculation result is incorrect, and therefore, it is impossible to determine which of the two ECUs is malfunctioning. Therefore, if one of the two ECUs malfunctions, both electric generators must be stopped, potentially preventing the ability to reverse.

[0009] Thus, in conventional vehicle control systems, even when the ECU and other control units consist of a dual system, there is a real-world scenario where the vehicle cannot continue driving if one of the two control units malfunctions.

[0010] Furthermore, such technical problems are not limited to vehicles, but are common to all moving bodies that move based on the power of electric motors.

[0011] The purpose of this disclosure is to provide a control device for a moving body that enables the moving body to continue moving even if any one of the multiple motor control units malfunctions.

[0012] One aspect of the control device disclosed herein is provided on a mobile body that moves based on power output from multiple motor units. The control device includes: multiple motor control units, each of which individually controls each of the multiple motor units; and multiple monitoring units, each of which individually monitors each of the multiple motor control units for any abnormalities. When any of the multiple monitoring units detects an abnormality in a motor control unit, control of the motor unit by the abnormal motor control unit is stopped; conversely, control of the motor unit by the normal motor control unit, where no abnormality was detected, continues.

[0013] According to this structure, since multiple monitoring units independently monitor multiple motor control units, if an anomaly occurs in any of the multiple motor control units, the anomaly is detected by the monitoring unit corresponding to the motor control unit where the anomaly occurred. Therefore, it is possible to determine which of the multiple monitoring units detected the anomaly and which motor control unit experienced the anomaly. Furthermore, according to the above structure, the abnormal motor control unit stops controlling the motor, while the normal motor control unit continues controlling the motor. Therefore, even if an anomaly occurs in any of the multiple control units, the movement of the moving body can continue. Attached Figure Description

[0014] Figure 1 This is a block diagram illustrating the schematic structure of the vehicle according to the implementation method.

[0015] Figure 2 This is a block diagram illustrating the schematic structure of the vehicle control device according to the embodiment.

[0016] Figure 3 This is a block diagram illustrating the control steps of the control device in the implementation method.

[0017] Figure 4 This is a flowchart illustrating a portion of the steps of a process performed by the control device of the implementation method.

[0018] Figure 5 This is a flowchart illustrating a portion of the steps of a process performed by the control device of the implementation method.

[0019] Figure 6(A) to (G) are timing diagrams representing the shifts in the first distributed torque calculation value T411, the filtered first distributed torque calculation value T411f, the first distributed torque command value T41*, the second distributed torque calculation value T421, the filtered second distributed torque calculation value T421f, the second distributed torque command value T42*, and the output torque Tm of the electric generator calculated by the control device of the embodiment.

[0020] Figure 7 (A) to (F) are timing diagrams showing the shift of the accelerator pedal depressing amount AP, the brake pedal operating position, the output torque of the first motor coil, the output torque of the second motor coil, the output torque of the electric generator, and the braking force of the braking device in the vehicle of the embodiment.

[0021] Figure 8 (A) to (F) are timing diagrams showing the shift of the accelerator pedal depressing amount AP, the brake pedal operating position, the output torque of the first motor coil, the output torque of the second motor coil, the output torque of the electric generator, and the braking force of the braking device in the vehicle of the embodiment. Detailed Implementation

[0022] Hereinafter, an embodiment of the vehicle control device will be described with reference to the accompanying drawings. For ease of understanding, the same symbols will be used to denote the same constituent elements in each drawing whenever possible, and repeated descriptions will be omitted.

[0023] First, a schematic structure of a vehicle equipped with the control device of this embodiment will be described.

[0024] Figure 1 The vehicle 10 shown in this embodiment is a so-called electric vehicle that operates using an electric generator 31 as its power source. In this embodiment, the vehicle 10 is equivalent to a moving body, and the movement of the vehicle 10 is equivalent to the movement of the moving body. Figure 1 As shown, the vehicle 10 includes a steering device 20, a power system 30, and braking devices 41-44.

[0025] The steering system 20 has a driver-operated steering wheel 21 that is not mechanically connected to the wheels 11 and 12, a so-called drive-by-wire structure. The steering system 20 includes a steering angle sensor 22 and a steering mechanism 23. The steering angle sensor 22 detects the rotation angle of the steering wheel 21, i.e., the steering angle. The steering mechanism 23 changes the steering angle of the right front wheel 11 and the left front wheel 12 based on the steering angle detected by the steering angle sensor 22.

[0026] The power system 30 includes a motor generator 31, an inverter unit 32, a battery 33, and a differential gear 34.

[0027] The electric generator 31 has a first motor coil 311 and a second motor coil 312 that are independent of each other. Both the first motor coil 311 and the second motor coil 312 apply torque to the output shaft 310 of the electric generator 31 upon energization. In the electric generator 31, torque can be applied to the output shaft 310 by energizing either the first motor coil 311 or the second motor coil 312. The sum of the torque applied to the output shaft 310 by the first motor coil 311 and the torque applied to the output shaft 310 by the second motor coil 312 constitutes the output torque of the electric generator 31. In this embodiment, the motor coils 311 and 312 correspond to the motor section.

[0028] The electric generator 31 operates as an electric motor when the vehicle 10 accelerates. When operating as an electric motor, the electric generator 31 is driven by three-phase AC power supplied from the inverter device 32. The power of the electric generator 31 is transmitted from its output shaft 310 to the right rear wheel 13 and the left rear wheel 14 via the differential gear 34 and the drive shaft 36, thereby applying torque to the rear wheels 13 and 14 to accelerate the vehicle 10.

[0029] The electric generator 31 can operate as a generator when the vehicle 10 is decelerating. When operating as a generator, the electric generator 31 generates electricity through regenerative braking. The regenerative braking of the electric generator 31 applies braking force to the rear wheels 13 and 14. The three-phase AC power generated by the regenerative braking of the electric generator 31 is converted into DC power by the inverter device 32 and used to charge the battery 33.

[0030] Thus, in the vehicle 10 of this embodiment, the right rear wheel 13 and the left rear wheel 14 function as drive wheels, while the right front wheel 11 and the left front wheel 12 function as driven wheels. Hereinafter, for convenience, the right rear wheel 13 and the left rear wheel 14 will be collectively referred to as "drive wheels 13 and 14".

[0031] The inverter device 32 has a first inverter circuit 321a corresponding to the first motor coil 311 and a second inverter circuit 321b corresponding to the second motor coil 312. The first inverter circuit 321a and the second inverter circuit 321b convert the DC power supplied from the battery 33 into three-phase AC power, and supply the converted three-phase AC power to the first motor coil 311 and the second motor coil 312 of the electric generator 31, respectively.

[0032] Braking devices 41 to 44 are respectively installed on wheels 11 to 14 of vehicle 10. Braking devices 41 to 44 include, for example, a rotating body that rotates integrally with wheels 11 to 14; a brake pad disposed opposite to the rotating body; and a hydraulic circuit that causes the brake pad to contact and separate from the rotating body by applying hydraulic pressure to the brake pad. In braking devices 41 to 44, the brake pad contacts the rotating body through the hydraulic pressure of the hydraulic circuit, thereby applying frictional force to the rotating body to apply braking force to wheels 11 to 14.

[0033] Next, refer to Figure 2 The electrical structure of vehicle 10 will be described in detail.

[0034] like Figure 2 As shown, vehicle 10 includes a throttle position sensor 50, a shift position sensor 51, an acceleration sensor 52, a vehicle speed sensor 53, a preceding vehicle detection sensor 54, an operating unit 55, and a brake position sensor 56. Additionally, as components performing various controls, vehicle 10 includes an EV (Electric Vehicle) ECU (Electronic Control Unit) 60, an ACC (Adaptive Cruise Control) ECU 61, a brake ECU 62, and MGECUs 63a and 63b. These elements constitute the control device 80 of this embodiment.

[0035] The throttle position sensor 50 detects the amount of throttle pedal depressed on the vehicle 10 and outputs a signal corresponding to the detected amount of throttle pedal depressed to the EVECU 60.

[0036] The shift position sensor 51 detects the operating position of the gear lever of the vehicle 10 and outputs a signal corresponding to the detected operating position of the gear lever to the EVECU 60.

[0037] Accelerometer 52 detects the acceleration of vehicle 10 in the direction of travel and outputs a signal corresponding to the detected acceleration to EVECU 60. When vehicle 10 accelerates in the direction of travel, acceleration sensor 52 detects positive acceleration. When vehicle 10 decelerates in the direction of travel, acceleration sensor 52 detects negative acceleration.

[0038] The vehicle speed sensor 53 detects the vehicle speed in the direction of travel of the vehicle 10 and outputs the signal corresponding to the detected vehicle speed to the EVECU 60 and ACCECU 61.

[0039] The lead vehicle detection sensor 54 detects the lead vehicle traveling in front of the vehicle 10 and outputs the detected lead vehicle information to the ACCECU 61. As the lead vehicle detection sensor 54, it is possible to use a camera that detects the lead vehicle by photographing the front of the vehicle 10, a millimeter-wave radar device that detects the lead vehicle based on the reflected waves of radio waves emitted in front of the vehicle 10, etc.

[0040] The operation unit 55 is operated by the passengers of the vehicle 10. Using the operation unit 55, for example, it is possible to switch the so-called ACC function (automatic control of the vehicle 10's movement by following a preceding vehicle) on and off, and to set the vehicle 10's speed when the ACC function is on. The operation unit 55 sends the operation information to the ACCECU 61.

[0041] The brake position sensor 56 detects the operating position of the brake pedal of the vehicle 10 and outputs a signal corresponding to the detected operating position of the brake pedal to the brake ECU 62.

[0042] Each ECU 60-62, 63a, and 63b is centered around a microcomputer with a CPU or memory. Each ECU 60-62, 63a, and 63b can receive and transmit various information via an in-vehicle network 70, such as CAN, installed in the vehicle 10.

[0043] The ACCECU 61 performs ACC control of the vehicle 10 by executing a program pre-stored in the memory. Specifically, the ACCECU 61 performs ACC control when the operation unit 55 detects that the ACC function has been activated.

[0044] For example, when the ACC function is enabled, ACCECU 61 sets the ACC flag Fa to the enabled state and then sends the ACC flag Fa to EVECU 60. Conversely, when the ACC function is disabled, ACCECU 61 sets the ACC flag Fa to the disabled state and then sends the ACC flag Fa to EVECU 60. EVECU 60 can determine whether the ACC function is enabled or disabled based on whether the ACC flag Fa is enabled or disabled.

[0045] When the ACC function is activated, if no preceding vehicle is detected by the preceding vehicle detection sensor 54, the ACCECU 61 sends a first ACC torque command value T21* along with the ACC flag Fa to the EVECU 60. The first ACC torque command value T21* is the target torque value that should be output from the electric generator 31 to enable the vehicle 10 to travel at a certain speed set by the operating unit 55. Based on this first ACC torque command value T21*, the EVECU 60 controls the electric generator 31, thereby enabling the vehicle 10 to travel at the set speed.

[0046] Furthermore, when the ACC function is activated, the ACCECU 61 calculates the relative speed and relative distance of the preceding vehicle based on the detection information from the preceding vehicle detection sensor 54 when the preceding vehicle detection sensor 54 detects a preceding vehicle traveling in front of the vehicle 10. The ACCECU 61 calculates the second ACC torque command value T22* based on the relative speed and relative distance of the preceding vehicle, and sends the calculated second ACC torque command value T22* along with the ACC flag Fa to the EVECU 60. The second ACC torque command value T22* is the target value of the torque that should be output from the electric generator 31 to maintain the relative distance between the vehicle 10 and the preceding vehicle at a specified distance. The second ACC torque command value T22* is set to a positive value when it is necessary to accelerate the vehicle 10, and a negative value when it is necessary to decelerate the vehicle 10. The EVECU 60 controls the electric generator 31 based on the second ACC torque command value T22*, thereby enabling the vehicle 10 to follow the preceding vehicle while maintaining a specified inter-vehicle distance.

[0047] Thus, when the ACC function is enabled, the first ACC torque command value T21* or the second ACC torque command value T22*, along with the ACC flag Fa set to the enabled state, is sent from the ACCECU 61 to the EVECU 60. Conversely, when the ACC function is disabled, the ACC flag Fa set to the disabled state is sent from the ACCECU 61 to the EVECU 60. In this embodiment, the ACCECU 61 corresponds to the cruise control unit that performs cruise control of the vehicle 10.

[0048] The EVECU 60 is the part that comprehensively controls the driving state of the vehicle 10 by executing programs pre-stored in the memory. In this embodiment, the EVECU 60 corresponds to the integrated control unit. Figure 3 As shown, the EVECU 60 has a basic torque command value calculation unit 600, a torque command value adjustment unit 601, and a torque command value distribution unit 602.

[0049] The output signals of the throttle position sensor 50, shift position sensor 51, and vehicle speed sensor 53 are input to the basic torque command value calculation unit 600. Based on the output signals of these sensors, the basic torque command value calculation unit 600 acquires information about the throttle pedal depressing amount AP, shift position SP, and vehicle speed VC. The basic torque command value calculation unit 600 has multiple mappings for calculating the basic torque command value T10* based on the throttle pedal depressing amount AP and vehicle speed VC. Multiple mappings are prepared in advance to correspond to multiple operating positions operable by the gear lever. The basic torque command value calculation unit 600 determines which of the multiple mappings to use based on the gear lever operating position information, and calculates the basic torque command value T10* based on the determined mapping and the throttle pedal depressing amount AP and vehicle speed VC. The basic torque command value calculation unit 600 outputs the calculated basic torque command value T10* to the torque command value adjustment unit 601.

[0050] The torque command value adjustment unit 601 receives the basic torque command value T10* calculated by the basic torque command value calculation unit 600, as well as the ACC flag Fa and ACC torque command values ​​T21* and T22* sent from the ACCECU 61. When the ACC flag Fa is in the off state (i.e., the ACC function is off), the torque command value adjustment unit 601 sends the basic torque command value T10* as the final torque command value T30* to the torque command value allocation unit 602. Conversely, when the ACC flag Fa is in the on state (i.e., the ACC function is on), the torque command value adjustment unit 601 sends either the first ACC torque command value T21* or the second ACC torque command value T22* sent from the ACCECU 61 as the final torque command value T30* to the torque command value allocation unit 602.

[0051] The torque command value allocation unit 602 calculates the first allocated torque command value T41* and the second allocated torque command value T42* based on the final torque command value T30* sent from the torque command value adjustment unit 601. The first allocated torque command value T41* is the target value of the torque that should be output by the first motor coil 311 of the electric generator 31. The second allocated torque command value T42* is the target value of the torque that should be output by the second motor coil 312 of the electric generator 31. The torque command value allocation unit 602 sets the first allocated torque command value T41* and the second allocated torque command value T42* in such a way that the sum of the first allocated torque command value T41* and the second allocated torque command value T42* becomes the final torque command value T30*. For example, the torque command value allocation unit 602 sets the first allocated torque command value T41* and the second allocated torque command value T42* to values ​​"T30* / 2", which are each half of the final torque command value T30*. The torque command value allocation unit 602 sends the calculated first allocated torque command value T41* and second allocated torque command value T42* to the inverter device 32.

[0052] MGECUs 63a and 63b are installed in the inverter unit 32. MGECUs 63a and 63b are composed of independent microcomputers. Based on the first distributed torque command value T41* and the second distributed torque command value T42* sent from the torque command value distribution unit 602, MGECUs 63a and 63b control the motor coils 311 and 312 of the electric generator 31, respectively.

[0053] Specifically, the first MGECU 63a calculates the energizing control value based on the first distributed torque command value T41*, and drives the first inverter circuit 321a based on the calculated energizing control value, thereby controlling the first motor coil 311. Similarly, the second MGECU 63b calculates the energizing control value based on the second distributed torque command value T42*, and drives the second inverter circuit 321b based on the calculated energizing control value, thereby controlling the second motor coil 312. Thus, a torque corresponding to the first distributed torque command value T41* is applied to the output shaft 310 of the electric generator 31 from the first motor coil 311, and a torque corresponding to the second distributed torque command value T42* is applied to the output shaft 310 of the electric generator 31 from the second motor coil 312. As a result, a torque corresponding to the final torque command value T30* is output from the electric generator 31. In this embodiment, MGECUs 63a and 63b correspond to motor control units that individually control the motor coils 311 and 312.

[0054] By performing the processing described above, when the ACC function is enabled, the ACC torque command values ​​T21* and T22* are prioritized over the basic torque command value T10*, and the motor generator 31 outputs torque corresponding to either the first ACC torque command value T21* or the second ACC torque command value T22*. In this embodiment, the control of the motor generator 31 executed through the coordination of the EVECU 60 and the ACCECU 61 is equivalent to ACC control.

[0055] The brake ECU 62 controls the braking devices 41-44 by executing a program pre-stored in the memory. Specifically, when the brake ECU 62 detects that the brake pedal has been depressed based on the operating position of the brake pedal detected by the brake position sensor 56, it drives the braking devices 41-44 to apply braking force to each wheel 11-14.

[0056] Additionally, if the brake ECU 62 detects that the brake pedal has been pressed, then... Figure 3 As shown, the torque command value adjustment unit 601 of the EVECU 60 sends the braking torque command value T60* to the braking torque command value T60*. The braking torque command value T60* is the target value of the braking torque that should be output from the electric generator 31 to decelerate the vehicle 10. When the braking torque command value T60* is sent from the braking ECU 62, the torque command value adjustment unit 601 prioritizes the braking torque command value T60* over the basic torque command value T10* and the ACC torque command values ​​T21* and T22*, and sends the braking torque command value T60* as the final torque command value T30* to the torque command value distribution unit 602. Based on this final torque command value T30*, the torque command value distribution unit 602 calculates the first distributed torque command value T41* and the second distributed torque command value T42*, and based on these distributed torque command values ​​T41* and T42*, the MGECUs 63a and 63b control the energization of the motor coils 311 and 312 of the electric generator 31. Therefore, the electric generator 31 performs regenerative operation. As a result, braking force corresponding to the braking torque command value T60* is applied from the electric generator 31 to the drive wheels 13 and 14. The brake ECU 62 sets the braking torque command value T60* in such a way that the sum of the braking force obtained by the drive braking devices 41 to 44 and the braking force obtained by the regenerative operation of the electric generator 31 is the target value of the braking force required by the vehicle 10. Hereinafter, the regenerative control of the electric generator 31 executed by the coordination of the EVECU 60 and the brake ECU 62 will be referred to as "regenerative coordination control". In this embodiment, the brake ECU 62 is equivalent to the brake control unit that controls the braking devices 41 to 44 of the vehicle 10.

[0057] Thus, in this embodiment, the motor coil of the electric generator 31 in the vehicle 10 is configured with a dual-system structure, and the ECU that controls the electric generator 31 is also configured with a dual-system structure. Furthermore, in this embodiment, the part of the vehicle 10 that monitors whether there are any abnormalities in the MGECUs 63a and 63b is also dual-systemed.

[0058] Specifically, such as Figure 2 As shown, the inverter device 32 includes a first monitoring unit 64a, a second monitoring unit 64b, a first switching element 322a, and a second switching element 322b.

[0059] The first switching element 322a connects and disconnects the signal line transmitting control signals from the first MGECU 63a to the first inverter circuit 321a based on its on / off switching. The second switching element 322b connects and disconnects the signal line transmitting control signals from the second MGECU 63b to the second inverter circuit 321b based on its on / off switching.

[0060] The first monitoring unit 64a monitors whether the first MGECU 63a is malfunctioning. The second monitoring unit 64b monitors whether the second MGECU 63b is malfunctioning. The monitoring units 64a and 64b are composed of independent logic circuits or independent microcomputers.

[0061] As a method for monitoring units 64a and 64b to detect anomalies in MGECU 63a and 63b, such as a method for detecting anomalies in the ROM and RAM of a microcomputer based on verification, or a method for detecting anomalies in the CPU of a microcomputer based on watchdog signals, any anomaly detection method can be used.

[0062] When the first monitoring unit 64a is functioning normally, it keeps the first switching element 322a in the ON state. In this state, the first MGECU 63a can control the energization of the first motor coil 311 of the electric generator 31 via the first inverter circuit 321a. On the other hand, when the first monitoring unit 64a detects an abnormality in the first MGECU 63a, it sets the first switching element 322a to the OFF state. In this state, the first MGECU 63a is prohibited from controlling the energization of the first motor coil 311 of the electric generator 31. The second monitoring unit 64b similarly controls the second switching element 322b based on whether the second MGECU 63b is abnormal.

[0063] Furthermore, when the first monitoring unit 64a is functioning normally, it sends a first anomaly detection flag XMG1, set to "0", to the EVECU 60. Conversely, if the first monitoring unit 64a detects an anomaly in the first MGECU 63a, it sends the first anomaly detection flag XMG1, set to "1", to the EVECU 60. Similarly, the second monitoring unit 64b also sends a second anomaly detection flag XMG2, corresponding to whether the second MGECU 63b is abnormal, to the EVECU 60. When either the anomaly detection flags XMG1 or XMG2 are set to "1", i.e., when either MGECU 63a or 63b is abnormal, the EVECU 60 executes a reverse driving control that continues the normal control of the electric generator 31 by the MGECU, so that the vehicle 10 can be driven to a safe location.

[0064] Thus, in the vehicle 10 of this embodiment, if any of the MGECUs 63a and 63b malfunctions, energizing the motor coil of the motor coil 311 or 312 corresponding to the malfunctioning MGECU is prohibited. With the motor coils 311 and 312 controlled in this way, the output torque of the motor generator 31 is essentially half, and therefore, the output torque of the motor generator 31 may change drastically. This becomes a major cause of impacts and other phenomena in the vehicle 10.

[0065] Furthermore, the ACC control and regenerative coordination control performed by EVECU 60 are based on the premise that the motor coils 311 and 312 are operating normally. Therefore, if the output torque of the electric generator 31 is actually half due to an abnormality in either MGECU 63a or 63b, the ACC control and regenerative coordination control cannot be properly executed, and as a result, the operation of the vehicle 10 may become unstable.

[0066] Therefore, in the event of an anomaly in either of the MGECUs 63a or 63b, the EVECU 60 of this embodiment disables the execution of ACC control and regenerative coordination control, and controls the electric generator 31 in a manner that prevents abrupt changes in output torque.

[0067] Next, refer to Figure 4 and Figure 5 The steps of the processing performed by the EVECU 60 are explained. Furthermore, the EVECU 60 executes these steps repeatedly at a predetermined cycle. Figure 4 and Figure 5 The processing is shown.

[0068] like Figure 4As shown, firstly, as part of step S10, the basic torque command value calculation unit 600 of the EVECU 60 calculates the basic torque command value T10* based on information such as the accelerator pedal depress amount AP, the shift position SP, and the vehicle speed VC.

[0069] As a follow-up to step S10, step S11 involves the torque command value adjustment unit 601 of the EVECU 60 determining whether the abnormal detection flags XMG1 and XMG2 are both "0". If a positive determination is made in step S11, i.e., if both MGECUs 63a and 63b are normal, then as steps S12 and S13, the EVECU 60 allows the execution of ACC control and regenerative coordination control. Specifically, the torque command value adjustment unit 601 sets the final torque command value T30* based not only on the basic torque command value T10* obtained in step S10, but also on the ACC flag Fa, ACC torque command values ​​T21* and T22* sent from the ACCECU 61, and the braking torque command value T60* sent from the brake ECU 62.

[0070] On the other hand, if the torque command value adjustment unit 601 makes a negative judgment in step S11, that is, if either MGECU 63a or 63b is abnormal, the processing in steps S12 and S13 is not executed. In this case, the torque command value adjustment unit 601 does not use the ACC flag Fa sent from ACCECU 61, the ACC torque command values ​​T21* and T22*, and the braking torque command value T60* sent from brake ECU 62, and directly sets the basic torque command value T10* to the final torque command value T30*. Thus, the execution of ACC control and regenerative coordination control is essentially prohibited. In this embodiment, if either MGECU 63a or 63b is abnormal, the execution of ACC control and regenerative coordination control is prohibited, thereby preventing the operation of vehicle 10 from becoming unstable.

[0071] After setting the final torque command value T30*, as part of step S14, the torque command value allocation unit 602 of the EVECU 60 sets a first allocated torque calculation value T411 and a second allocated torque calculation value T421. Specifically, the torque command value allocation unit 602 sets the first allocated torque calculation value T411 and the second allocated torque calculation value T421 to half the value "T30* / 2" of the final torque command value T30*.

[0072] As a follow-up to step S14, step S15 involves the torque command value allocation unit 602 determining whether the first anomaly detection flag XMG1 is "0". If the first anomaly detection flag XMG1 is "0", meaning the first MGECU 63a is functioning normally, the torque command value allocation unit 602 makes a positive determination in step S15. As a follow-up to step S16, it then determines whether the second anomaly detection flag XMG2 is "0". If the second anomaly detection flag XMG2 is "0", meaning the second MGECU 63b is also functioning normally, the torque command value allocation unit 602 makes a positive determination in step S16 and proceeds to the next step. Figure 5 The processing after step S21 is shown. In this case, the first distributed torque calculation value T411 and the second distributed torque calculation value T421 are both set to "T30* / 2".

[0073] Furthermore, if the torque command value allocation unit 602 performs a negative judgment in step S16, that is, if an abnormality occurs in the second MGECU 63b, then as part of step S17, the second allocated torque calculation value T421 is set to "0", and then the process proceeds to... Figure 5 The processing after step S21 is shown. In this case, the first distributed torque calculation value T411 is set to "T30* / 2", while the second distributed torque calculation value T421 is set to "0".

[0074] On the other hand, if the torque command value allocation unit 602 makes a negative judgment in step S15, that is, if the first MGECU 63a malfunctions, then as part of step S18, it sets the first allocated torque calculation value T411 to "0". Next, as part of step S19, the torque command value allocation unit 602 determines whether the second anomaly detection flag XMG2 is "0". If the second anomaly detection flag XMG2 is "0", that is, if the second MGECU 63b is normal, then the torque command value allocation unit 602 makes a positive judgment in step S19 and proceeds to the next step. Figure 5 The processing after step S21 is shown. In this case, the first distributed torque calculation value T411 is set to "0", while the second distributed torque calculation value T421 is set to "T30* / 2".

[0075] Furthermore, if the torque command value allocation unit 602 performs a negative judgment in step S19, that is, if an abnormality occurs in the second MGECU 63b, then as part of step S20, the second allocated torque calculation value T421 is set to "0", and then the process proceeds to... Figure 5The processing after step S21 is shown. In this case, both the first distributed torque calculation value T411 and the second distributed torque calculation value T421 are set to "0".

[0076] In this way, the torque command value allocation unit 602 sets the torque command value corresponding to the normal MGECU to "T30* / 2", while setting the torque command value corresponding to the abnormal MGECU to "0".

[0077] like Figure 5 As shown, in step S21, the torque command value allocation unit 602 performs a low-pass filter on the first allocated torque calculation value T411 based on the current value of the first allocated torque calculation value T411 and the past calculation value containing the previous value of the first allocated torque calculation value T411, thereby obtaining the filtered first allocated torque calculation value T411f. As in step S22 following step S21, the torque command value allocation unit 602 similarly performs a low-pass filter on the second allocated torque calculation value T421, thereby obtaining the filtered second allocated torque calculation value T421f.

[0078] As a step following step S22, in step S23, the torque command value allocation unit 602 determines whether the first abnormality detection flag XMG1 is "1". If the torque command value allocation unit 602 makes an affirmative determination in step S23, it determines that the first MGECU 63a is abnormal and the second MGECU 63b is normal. In this case, as a subsequent step S24, the torque command value allocation unit 602 sets the first allocated torque command value T41* as the first allocated torque calculated value T411. Furthermore, as a step S25, the torque command value allocation unit 602 calculates the second allocated torque command value T42* based on the filtered first allocated torque calculated value T411f, the first allocated torque calculated value T411, and the second allocated torque calculated value T421, according to the following formula f1.

[0079] T42*=(T411f-T411)+T421(f1)

[0080] On the other hand, if the torque command value allocation unit 602 makes a negative judgment in step S23, that is, if the first MGECU 63a is normal, then as part of step S26, it determines whether the second abnormality detection flag XMG2 is "1". If the torque command value allocation unit 602 makes a positive judgment in step S26, it determines that the second MGECU 63b is abnormal and the first MGECU 63a is normal. In this case, as part of the subsequent step S27, the torque command value allocation unit 602 sets the second allocated torque command value T42* as the second allocated torque calculation value T421. Furthermore, as part of the step S28, the torque command value allocation unit 602 calculates the first allocated torque command value T41* based on the filtered second allocated torque calculation value T421f, the second allocated torque calculation value T421, and the first allocated torque calculation value T411, according to the following formula f2.

[0081] T41*=(T421f-T421)+T411(f2)

[0082] If the torque command value allocation unit 602 performs a negative judgment in step S26, it determines that both the first MGECU 63a and the second MGECU 63b are normal. In this case, as part of step S29, the torque command value allocation unit 602 sets the first allocated torque command value T41* as the first allocated torque calculated value T411, and as part of step S30, it sets the second allocated torque command value T42* as the second allocated torque calculated value T421.

[0083] After executing any one of steps S25, S28 and S30, the torque command value allocation unit 602, as part of step S31, sends the calculated first allocated torque command value T41* and the second allocated torque command value T42* to the first MGECU 63a and the first MGECU 63a respectively.

[0084] Next, refer to Figure 6 , for execution Figure 4 and Figure 5 The shifts in the first allocated torque calculation value T411, the filtered first allocated torque calculation value T411f, the first allocated torque command value T41*, the second allocated torque calculation value T421, the filtered second allocated torque calculation value T421f, the second allocated torque command value T42*, and the output torque Tm of the electric generator 31 during the processing are explained.

[0085] For example, such as Figure 6As shown in (G), it is assumed that at time t1, the output torque Tm of the electric generator 31 is set to "Tma". In this case, as Figure 6 As shown in (A) and (D), the first distributed torque calculation value T411 and the second distributed torque calculation value T421 are set to "Tma / 2" respectively. Under these conditions, assume that the first MGECU 63a malfunctions at time t2. In this case, as... Figure 6 As shown in (A), the first distributed torque calculation value T411 changes from "Tma / 2" to "0", and after time t2, the first distributed torque calculation value T411 remains "0". Thus, as... Figure 6 As shown in (B), the filtered first distributed torque calculation value T411f shifts towards "0" after time t2. At this time, the first distributed torque calculation value T411 is directly set as the first distributed torque calculation value T411. Therefore, as Figure 6 As shown in (C), the first distributed torque command value T41* is set to “0” at time t2 and remains “0” thereafter.

[0086] On the other hand, if the second MGECU 63b is normal, such as Figure 6 As shown in (D) and (E), the calculated second distributed torque value T421 and the filtered calculated second distributed torque value T421f also remain "Tma / 2" after time t2. By adding this calculated second distributed torque value T421... Figure 6 The deviation between the first distributed torque calculated value T411 shown in (A) and (B) and the filtered first distributed torque calculated value T411f is used to calculate the second distributed torque command value T42*. Therefore, as shown in (A) and (B), Figure 6 As shown in (F), the second distributed torque command value T42* temporarily rises to “Tma” at time t2, and then changes in a manner that gradually decreases toward “Tma / 2”.

[0087] The torque Tm output from the output shaft 310 of the electric generator 31 is Figure 6 The first distributed torque command value T41* shown in (C) is... Figure 6 The total value of the second distributed torque command value T42* shown in (F). Therefore, the output torque Tm of the electric generator 31 is set to "Tma" before time t2, but gradually decreases from "Tma" toward "Tma / 2" after time t2.

[0088] Next, an example of the operation of the vehicle 10 in this embodiment will be described. First, refer to... Figure 7Sections (A) to (F) describe examples of the operation of vehicle 10 when the accelerator pedal of vehicle 10 is depressed, or in other words, when vehicle 10 is accelerating, and the first MGECU 63a malfunctions.

[0089] like Figure 7 As shown in (A), for example, assuming that the driver starts to press the accelerator pedal of vehicle 10 at time t10, and the amount of accelerator pedal pressed AP reaches the predetermined amount AP10 at time t11, then as follows Figure 7 As shown in (E), the electric generator 31 outputs a torque Tm10 corresponding to the amount of accelerator pedal depressed AP10. In this case, as... Figure 7 As shown in (C) and (D), by applying torque "Tm10 / 2" to the output shaft 310 of the electric generator 31 through the motor coils 311 and 312 respectively, the output torque of the electric generator 31 is called "Tm10". Furthermore, the torques applied to the output shaft 310 of the electric generator 311 by the motor coils 311 and 312 will be referred to below as "the output torque of the first motor coil 311" and "the output torque of the second motor coil 312", respectively.

[0090] Under these circumstances, assuming an anomaly occurs in the first MGECU 63a at time t12, the first motor coil 311 will stop. Therefore, as Figure 7 As shown in (C), the output torque of the first motor coil 311 is "0". In this case, when the output torque of the second motor coil 312 is maintained at "Tm10 / 2", as... Figure 7 As shown by the double-dotted line in (E), the output torque of the electric generator 31 changes drastically from "Tm10" to "Tm10 / 2". This is the main reason why the vehicle 10 experiences impacts, etc.

[0091] To address this, in the vehicle 10 of this embodiment, if the first monitoring unit 64a detects an anomaly in the first MGECU 63a at time t12, this information is sent to the EVECU 60. Upon detecting an anomaly in the first MGECU 63a, the EVECU 60 calculates the second torque distribution command value T42* based on the aforementioned formula f1. Thus, as... Figure 7 As shown in (D), the output torque of the second motor coil 312 rises to "Tm10" at time t12, and then gradually decreases towards "Tm10 / 2". The result is as follows: Figure 7 As shown by the solid line in (E), the output torque of the electric generator 31 gradually decreases from "Tm10" toward "Tm10 / 2" after time t12. Therefore, it is possible to reduce the impact on the vehicle 10, etc.

[0092] After that, as Figure 7As shown in (A), after the driver releases the accelerator pedal at time t13 and the amount of accelerator pedal depressed, AP, becomes "0" at time t14, as... Figure 7 As shown in (B), at time t15, the driver begins to depress the brake pedal, and at time t16, the brake pedal becomes open. In this situation, if the regenerative coordination control of the electric generator 31 is directly executed, sufficient braking force may not be guaranteed.

[0093] Specifically, when both the first MGECU 63a and the second MGECU 63b are functioning normally, both the first motor coil 311 and the second motor coil 312 perform regenerative operation, applying a regenerative force to the drive wheels 13 and 14. Figure 7 The braking force is shown by the double-dotted line in (E). However, in the case where the first motor coil 311 stops due to an malfunction of the first MGECU63a, since only the second motor coil 312 performs regenerative operation, the braking force that can be applied to the drive wheels 13 and 14 from the motor generator 31 is essentially half. Therefore, as Figure 7 As shown by the double-dotted line in (F), when the brake ECU 62 sets the braking force of the braking devices 41-44 to "FB10" based on regenerative coordination control, the braking force applied to the drive wheels 13 and 14 is reduced by the amount of braking force not generated from the first motor coil 311. Therefore, it may be impossible to ensure sufficient braking force.

[0094] To address this, in the vehicle 10 of this embodiment, when an abnormality is detected in the first MGECU 63a, the execution of ACC control and regenerative coordination control is prohibited. Therefore, the brake ECU 62 stops the vehicle 10 solely through the braking force of the braking devices 41-44. Thus, as... Figure 7 As shown in (F), the braking force FB11, which is greater than the braking force FB10, is output from the braking devices 41 to 44, thus ensuring sufficient braking force.

[0095] Next, refer to Figure 8 Sections (A) to (F) describe examples of the operation of vehicle 10 when the brake pedal of vehicle 10 is pressed, or in other words, when vehicle 10 is decelerating, and the first MGECU 63a malfunctions.

[0096] like Figure 8 As shown in (B), if the driver depresses the brake pedal at time t20 and the brake pedal is open at time t21, then as follows: Figure 8 As shown in (E), the electric generator 31 outputs torque "-Tm20", and as Figure 8As shown in (F), a braking force of "-FB20" is applied to wheels 11-14 from braking devices 41-44. The vehicle 10 is decelerated by the combined force of the output torque "-Tm20" of these electric generators 31 and the braking force "-FB20" of braking devices 41-44. At this time, as... Figure 8 As shown in (C) and (D), the output torque of the first motor coil 311 and the second motor coil 312 is "-Tm20 / 2".

[0097] Under these circumstances, assuming an anomaly occurs in the first MGECU 63a at time t22, the first motor coil 311 will stop. Therefore, as Figure 8 As shown in (C), the output torque of the first motor coil 311 is "0". At this time, if the output torque of the second motor coil 312 is maintained at "-Tm20 / 2" and the braking force of the braking devices 41 to 44 is maintained at "-FB20", the braking force of the vehicle 10 is substantially reduced by "-Tm20 / 2". Therefore, it is possible to unexpectedly cause adverse situations such as the vehicle 10 accelerating.

[0098] To address this, in the vehicle 10 of this embodiment, if the first monitoring unit 64a detects an anomaly in the first MGECU 63a at time t22, this information is sent to the EVECU 60. Upon detecting an anomaly in the first MGECU 63a, the EVECU 60 disables the execution of ACC control and regenerative coordination control. Thus, as... Figure 8 As shown in (D), the output torque of the second motor coil 312 is close to "0". On the other hand, as Figure 8 As shown in (F), the braking force of the braking devices 41 to 44 is set to "-FB21", which is greater than "-FB20". As a result, the vehicle 10 can be decelerated by the braking force of the braking devices 41 to 44 alone, thus preventing unwanted acceleration of the vehicle 10.

[0099] According to the above description, the control device 80 of the vehicle 10 of this embodiment can achieve the following functions and effects (1) to (4).

[0100] (1) In the control device 80 of this embodiment, since the two monitoring units 64a and 64b monitor the two MGECUs 63a and 63b independently, if either of the two MGECUs 63a and 63b malfunctions, the monitoring unit corresponding to the MGECU that malfunctions will detect the malfunction. Therefore, the MGECU that malfunctions can be determined based on the detection of an malfunction by either of the two monitoring units 64a and 64b. Furthermore, when either of the two monitoring units 64a and 64b detects an malfunction in MGECU 63a or 63b, the control of the motor coil by the malfunctioning MGECU is stopped, while the control of the motor coil by the normal MGECU that has not detected any malfunction continues. Therefore, even if either of the two MGECUs malfunctions, the vehicle 10 can continue to drive, thus enabling more reliable reverse driving control.

[0101] (2) The EVECU 60 enables the MGECUs 63a and 63b, as well as the ACCECU 61 and brake ECU 62 (which are different from the MGECUs 63a and 63b), to cooperate in executing ACC control and regenerative coordination control. When the MGECU that has malfunctioned stops controlling the motor coils, the total output torque of the two motor coils, in other words, the output torque Tm of the motor generator 31, decreases. If ACC control and regenerative coordination control continue under such conditions, they cannot be properly executed, and as a result, the operation of the vehicle 10 may become unstable. To address this, in this embodiment, the EVECU 60, when any of the two MGECUs 63a and 63b detects an malfunction, prohibits the ACC control that enables the MGECUs 63a and 63b to cooperate with the ACCECU 61 and the regenerative coordination control that enables the MGECUs 63a and 63b to cooperate with the brake ECU 62, thus preventing the vehicle 10 from becoming unstable.

[0102] (3) For example, in the event of a malfunction in the first MGECU 63a, the first motor coil 311, which is stopped by the malfunctioning first MGECU 63a, corresponds to the motor unit that was stopped, while the second motor coil 312, which is continued to be controlled by the normal second MGECU 63b, corresponds to the motor unit that continued to be controlled. When the control of the first motor coil 311 by the malfunctioning first MGECU 63a is stopped, the normal second MGECU 63b controls the second motor coil 312 to supplement the output of the first motor coil 311. In addition, when the second MGECU 63b malfunctions and the first MGECU 63a is normal, the normal first MGECU 63a controls the first motor coil 311 to supplement the output of the second motor coil 312. According to this structure, since abrupt changes in the total output torque of the electric generator 31 can be avoided, the operation of the vehicle 10 can be easily stabilized.

[0103] (4) When the abnormal first MGECU 63a stops controlling the first motor coil 311, the normal second MGECU 63b controls the second motor coil 312 to gradually change the total output torque of the first motor coil 311 and the second motor coil 312, i.e., the output torque Tm of the electric generator 31. Conversely, when the abnormal second MGECU 63b stops controlling the second motor coil 312, the normal first MGECU 63a controls the first motor coil 311 to gradually change the output torque Tm of the electric generator 31. This structure avoids abrupt changes in the output torque Tm of the electric generator 31, thus suppressing impacts on the vehicle 10.

[0104] Alternatively, the above-described implementation method can also be implemented in the following ways.

[0105] • As two electric motor units, the vehicle 10 of the embodiment has two electric motor coils 311, 312 provided in the electric generator 31, but alternatively, it may also include two electric generators.

[0106] The first monitoring unit 64a in this embodiment is configured to notify the EVECU 60 of an anomaly when the first MGECU 63a malfunctions. However, alternatively, it can also be configured to notify the second monitoring unit 64b of an anomaly when the first MGECU 63a malfunctions. In this case, when the second monitoring unit 64b notifies the first MGECU 63a of an anomaly, it uses the aforementioned formula f1 to calculate the second distributed torque command value T42*. Similarly, when the second monitoring unit 64b malfunctions, it also notifies the first monitoring unit 64a of the same anomaly, and the first monitoring unit 64a, based on this notification, uses the aforementioned formula f2 to calculate the first distributed torque command value T41*. Even with this configuration, the same or similar functions and effects as the above embodiment can be obtained.

[0107] • The control device 80 of the embodiment has MGECUs 63a and 63b as two motor control units that respectively control motor coils 311 and 312. However, alternatively, two core units set in one ECU may function as two motor control units respectively.

[0108] The control device 80 of the embodiment has two MGECUs 63a and 63b, but may also include three or more MGECUs. Furthermore, the control device 80 may also have three or more monitoring units corresponding to each of the three or more MGECUs.

[0109] • The structure of the control device 80 in each embodiment is not limited to the electric vehicle 10, and can also be applied to the mobility of any mobile body powered by an electric motor, such as a vertical take-off and landing machine that moves in the air.

[0110] The control device 80 and its control method described in this disclosure can also be implemented by one or more dedicated computers, which are provided by comprising a processor and a memory, the processor being programmed to perform one or more functions embodied in a computer program. Alternatively, the control device 80 and its control method described in this disclosure can be implemented by a dedicated computer, which is provided by comprising a processor including one or more dedicated hardware logic circuits. Alternatively, the control device 80 and its control method described in this disclosure can be implemented by one or more dedicated computers, which are composed of a processor and a memory programmed to perform one or more functions, and a processor including one or more hardware logic circuits. The computer program can also be stored in a computer-readable non-transitory tangible storage medium as instructions to be executed by a computer. The dedicated hardware logic circuits and hardware logic circuits can also be implemented by digital circuits or analog circuits including multiple logic circuits.

[0111] This disclosure is not limited to the specific examples described above. Even if those skilled in the art make appropriate design changes to the specific examples described above, as long as they include the features of this disclosure, they are included within the scope of this disclosure. The elements included in the above specific examples, as well as their configurations, conditions, shapes, etc., are not limited to the illustrated cases and can be appropriately modified. As long as no technical contradiction arises, the elements included in the above specific examples can be appropriately combined and changed.

Claims

1. A control device for a mobile body, the control device being disposed on the mobile body, the mobile body moving based on power output from a plurality of electric motors, The control device for the moving body includes: Multiple motor control units, each of which individually controls one of the multiple motor units; as well as Multiple monitoring units, each of which independently monitors each of the multiple motor control units for any abnormalities. When any one of the multiple monitoring units detects an abnormality in the motor control unit, control of the motor unit by the abnormal motor control unit is stopped. On the other hand, control of the motor unit by the normal motor control unit, which has not detected any abnormality, continues. The control device for the moving body further includes an integrated control unit, which enables the motor control unit and another control unit, different from the motor control unit, to cooperate in controlling the movement of the moving body. If any one of the multiple motor control units detects an abnormality, the integrated control unit shall prohibit all of the multiple motor control units, including the one that detected the abnormality, from cooperating with the other control unit.

2. The control device for the moving body as described in claim 1, characterized in that, The other control unit is a brake control unit that controls the braking device of the moving body.

3. The control device for a moving body as described in claim 1, characterized in that, The other control unit is a cruise control unit that performs cruise control of the moving body.

4. The control device for a moving body as described in any one of claims 1 to 3, characterized in that, When a motor unit that has stopped being controlled by the abnormal motor control unit is designated as the motor unit to be stopped, and a motor unit that continues to be controlled by the normal motor control unit is designated as the motor unit to be continued, When the abnormal motor control unit stops controlling the stopped motor unit, the normal motor control unit controls the continuing motor unit to supplement the output of the stopped motor unit.

5. The control device for a moving body as described in claim 4, characterized in that, When the abnormal motor control unit stops controlling the stopped motor unit, the normal motor control unit controls the continuing motor unit so that the total output torque of the plurality of motor units gradually changes.

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