Vehicle control device

Abstract

To provide a vehicle control device that can appropriately control a boost converter, regardless of presence / absence of an engine of a vehicle.SOLUTION: The vehicle control device comprises: a control unit that has a first sensor and a second sensor that respectively detect atmospheric pressure and a boost control circuit that controls a boost converter that boosts a power supply voltage of a motor that drives a vehicle; and a determining part that determines whether a failure occurs in the first sensor or not, on the basis of the atmospheric pressure detected respectively by the first sensor and the second sensor, where the boost control circuit, when the determining part determines that a failure does not occur in the first sensor, controls the boost converter in accordance with the atmospheric pressure detected by the first sensor.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] For example, the interphase insulation resistance of an electric motor provided in a hybrid vehicle or an electric vehicle may decrease due to a decrease in atmospheric pressure. In contrast, for example, Patent Document 1 discloses a control device that controls the output voltage of a boost converter that boosts the battery voltage of an electric motor based on the output value of an atmospheric pressure sensor. The presence or absence of a failure of the atmospheric pressure sensor is determined based on the detection value of an intake pressure sensor that detects the intake pressure in the intake manifold of the engine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the intake pressure sensor is affected by the temperature of the engine, there is a possibility that it cannot accurately detect the atmospheric pressure. Therefore, according to the disclosed technology of Patent Document 1, the accuracy of the failure determination of the atmospheric pressure sensor becomes insufficient, and there is a possibility that the boost converter cannot be appropriately controlled.

[0005] In addition, since the intake pressure sensor is only provided in a vehicle equipped with an engine, there is also a problem that the above control technology cannot be applied to other vehicles such as electric vehicles.

[0006] Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide a vehicle control device that can appropriately control a boost converter regardless of the presence or absence of an engine in a vehicle.

Means for Solving the Problems

[0007] The vehicle control device of the present invention a case and mounted on an electronic circuit board provided within the case includes a control unit having a first sensor and a second sensor that respectively detect atmospheric pressure, and a boost control circuit that controls a boost converter that boosts the power supply voltage of a motor that drives the vehicle, and a determination unit that determines the presence or absence of a failure of the first sensor based on the atmospheric pressure detected by the first sensor and the second sensor. When the determination unit determines that the first sensor is not faulty, the boost control circuit controls the boost converter according to the atmospheric pressure detected by the first sensor.

[0008] In the above configuration, the determination unit may be housed inside the control unit.

[0009] In the above configuration, it has an inverter control circuit that controls an inverter that converts the DC current input from the boost converter into a three-phase AC current and outputs it to the motor, and the inverter control circuit may be housed inside the control unit.

[0010] In the above configuration, when the determination unit determines that the first sensor is not faulty, the boost control circuit may limit the power supply voltage boosted by the boost converter to be equal to or lower than an upper limit value according to the atmospheric pressure detected by the first sensor.

[0011] In the above configuration, when the determination unit determines that the first sensor is faulty, the boost control circuit may limit the power supply voltage boosted by the boost converter to be equal to or lower than the minimum value of the upper limit value.

[0012] In the above configuration, when the difference between the atmospheric pressures detected by the first sensor and the second sensor is equal to or less than a threshold value, the determination unit may determine that the first sensor is not faulty.

Advantages of the Invention

[0013] According to the present invention, the boost converter can be appropriately controlled regardless of the presence or absence of an engine in the vehicle.

Brief Description of the Drawings

[0014]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0015] (Configuration of the vehicle) FIG. 1 is a configuration diagram showing an example of a vehicle 9. The vehicle 9 is, for example, an electric vehicle, but is not limited thereto, and may be a hybrid vehicle.

[0016] The vehicle 9 includes a motor 2, a drive shaft 70, a differential gear 71, an axle 72, a pair of drive wheels 73, a battery 3, smoothing capacitors 12 and 16, a voltage sensor 17, a boost converter 11, an inverter 10, a vehicle control device 15, an accelerator sensor 80, a brake sensor 81, and a speed sensor 82.

[0017] The motor 2 is, for example, a synchronous motor and has three-phase windings 20a, 20b, and 20c in the stator. The motor 2 generates torque from the three-phase alternating current input to the windings 20a, 20b, and 20c from the inverter 10 and transmits it to the drive wheels 73 via the drive shaft 70, the differential gear 71, and the axle 72 to drive the vehicle 9.

[0018] The inverter 10 converts the DC current input from the battery 3 via the boost converter 11 into a three-phase AC current and outputs it to the windings 20a, 20b, 20c of the motor 2. The inverter 10 includes IGBTs (Insulated Gate Bipolar Transistors) 101a to 101c, 102a to 102c and freewheeling diodes 103a to 103c, 104a to 104c. The IGBTs 101a to 101c, 102a to 102c are on-off controlled by the vehicle control device 15. Note that the inverter 10 may have other switching elements instead of the IGBTs 101a to 101c, 102a to 102c.

[0019] IGBTs 101a and 102a are the upper arm and the lower arm respectively connected to the winding 20a of the motor 2. IGBTs 101b and 102b are the upper arm and the lower arm respectively connected to the winding 20b of the motor 2. IGBTs 101c and 102c are the upper arm and the lower arm respectively connected to the winding 20c of the motor 2.

[0020] The freewheeling diodes 103a to 103c, 104a to 104c are respectively connected in parallel to the IGBTs 101a to 101c, 102a to 102c. The freewheeling diodes 103a to 103c, 104a to 104c allow the surge voltage generated when the IGBTs 101a to 101c, 102a to 102c are turned off to flow.

[0021] The collector terminals of the IGBTs 101a to 101c are connected to the positive terminal of the battery 3, and the emitter terminals of the IGBTs 101a to 101c are respectively connected to the collector terminals of the IGBTs 102a to 102c. The emitter terminals of the IGBTs 102a to 102c are connected to the negative terminal of the battery 3.

[0022] Switching signals S1a to S1c and S2a to S2c are respectively input from the vehicle control device 15 to the gate terminals of IGBTs 101a to 101c and 102a to 102c. The IGBTs 101a to 101c and 102a to 102c are respectively turned on and off by the switching signals S1a to S1c and S2a to S2c.

[0023] Thereby, the inverter 10 generates a three-phase alternating current from the direct current of the battery 3 and outputs it to the motor 2.

[0024] The smoothing capacitor 16 is connected in parallel with the inverter 10. The smoothing capacitor 16 smoothes the voltage fluctuations applied from the inverter 10 to the battery 3. The boosted system voltage VH boosted by the boost converter 11 is applied to the smoothing capacitor 16. Further, the voltage sensor 17 detects the system voltage VH and outputs the detected value to the vehicle control device 15.

[0025] The boost converter 11 is electrically connected between the battery 3 and the inverter 10. The boost converter 11 boosts the voltage applied from the battery 3 to the inverter 10.

[0026] The boost converter 11 includes a reactor 114, IGBTs 110 and 111, a current sensor 115, and freewheeling diodes 112 and 113. The IGBTs 110 and 111 are connected in series. The IGBTs 110 and 111 are turned on and off controlled by the vehicle control device 15. Note that the boost converter 11 may have other switching elements instead of the IGBTs 110 and 111.

[0027] The collector terminal of the IGBT 110 is connected to the collector terminals of the IGBTs 101a to 101c of the inverter 10, and the emitter terminal of the IGBT 110 is connected to the collector terminal of the IGBT 111. The emitter terminal of the IGBT 111 is connected to the negative terminal of the battery 3 and the emitter terminals of the IGBTs 102a to 102c.

[0028] One end of the reactor 114 is connected to the connection point of the IGBTs 110 and 111, and the other end of the reactor 114 is connected to the positive terminal of the battery 3. The reactor 114 accumulates and releases the energy input from the battery 3 according to the switching operation of the IGBTs 110 and 111. Further, the current sensor 115 detects the current flowing through the reactor 114 (hereinafter referred to as the reactor current) and outputs the detected value to the vehicle control device 15.

[0029] Switching signals S1u and S2u are respectively input from the vehicle control device 15 to the gate terminals of the IGBTs 110 and 111. The IGBTs 110 and 111 are turned on and off by the switching signals S1u and S2u respectively. Thereby, the boost converter 11 boosts the power supply voltage applied from the battery 3.

[0030] The battery 3 is the power source for the motor 2 and is, for example, a lithium-ion battery. The battery 3 applies the power supply voltage to the boost converter 11. Note that the power supply voltage boosted by the boost converter 11 corresponds to the system voltage VH.

[0031] The smoothing capacitor 12 is connected in parallel with the battery 3. The smoothing capacitor 12 is connected to the power supply line between the battery 3 and the boost converter 11. The smoothing capacitor 12 smoothes the voltage fluctuations applied from the boost converter 11 to the battery 3.

[0032] The accelerator sensor 80 detects the opening degree of an accelerator pedal (not shown) and outputs the detected value to the vehicle control device 15. The brake sensor 81 detects the opening degree of a brake pedal (not shown) and outputs the detected value to the vehicle control device 15. The speed sensor 82 detects the speed of the vehicle 9 and outputs the detected value to the vehicle control device 15.

[0033] The vehicle control device 15 includes a torque command unit 150 and an ECU (Electronic Control Unit) 156. The ECU 156 houses, for example, an inverter control circuit 151, a converter control circuit 152, an atmospheric pressure sensor 153, a determination atmospheric pressure sensor 154, and a failure determination circuit 155. For example, the ECU 156 is realized by providing an electronic circuit board on which the inverter control circuit 151, the converter control circuit 152, the atmospheric pressure sensor 153, the determination atmospheric pressure sensor 154, and the failure determination circuit 155 are mounted in a case. Note that the ECU 156 is an example of a control unit.

[0034] The atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 are circuits that detect the atmospheric pressure with a pressure-sensitive element, for example, and convert the detection result into an electrical signal and output it. The atmospheric pressure sensor 153 outputs the detected value P of the atmospheric pressure to the converter control circuit 152 and the failure determination circuit 155. Also, the determination atmospheric pressure sensor 154 outputs the detected value Po of the atmospheric pressure to the failure determination circuit 155.

[0035] The torque command unit 150, the inverter control circuit 151, the converter control circuit 152, and the failure determination circuit 155 are each realized by a processor such as a CPU (Central Processing Unit) and a digital circuit such as a memory or an FPGA (Field Programmable Gate Array), but the circuit configuration is not limited thereto.

[0036] The torque command unit 150 acquires the detection values of the accelerator sensor 80, the brake sensor 81, and the speed sensor 82. The torque command unit 150 calculates the torque command value required for the motor 2 from each detection value and outputs it to the inverter control circuit 151 and the converter control circuit 152. At this time, the torque command unit 150 calculates the torque command value by referring to map data based on each detection value, for example.

[0037] The inverter control circuit 151 controls the inverter 10. For example, the inverter control circuit 151 generates switching signals S1a to S1c, S2a to S2c with a duty ratio according to the torque command value. The inverter control circuit 151 outputs the switching signals S1a to S1c, S2a to S2c to the IGBTs 101a to 101c, 102a to 102c respectively. Thereby, the inverter 10 converts the DC current input from the boost converter 11 into a three-phase AC current.

[0038] The converter control circuit 152 is an example of a boost control circuit and controls the boost converter 11. For example, the converter control circuit 152 calculates a target voltage VHo of the system voltage VH according to the torque command value, and sets a target value of the reactor current so that the difference between the system voltage VH and the target voltage VHo approaches 0. The converter control circuit 152 generates switching signals S1u, S2u with a duty ratio such that the reactor current approaches the target value and outputs them to the IGBTs 110, 111 respectively. When the boost converter 11 boosts the power supply voltage, the converter control circuit 152 performs on / off control only on the IGBT 111.

[0039] Thereby, the boost converter 11 boosts the power supply voltage applied from the battery 3 to the target voltage VHo. Therefore, a battery 3 with a rated voltage lower than the rated voltage of the motor 2 can be used.

[0040] However, the insulation resistance between the windings 20a to 20c of the motor 2 may decrease due to a decrease in atmospheric pressure. For this reason, the converter control circuit 152 acquires a detected value P of the atmospheric pressure from the atmospheric pressure sensor 153, and limits the system voltage VH to be equal to or lower than an upper voltage value VLM according to the detected value P. Thereby, breakdown of the insulation between the windings 20a to 20c is suppressed. The upper voltage value VLM is an example of an upper limit value according to the atmospheric pressure.

[0041] FIG. 2 is a diagram showing an example of the relationship between the detected value P (Pa) of atmospheric pressure and the upper limit voltage value VLM (V). The converter control circuit 152 determines the upper limit voltage value VLM according to the detected value P of atmospheric pressure in accordance with the relationship shown in FIG. 2. The upper limit voltage value VLM decreases stepwise in the order of predetermined values VA, VB, and VC as the detected value P of atmospheric pressure decreases, that is, as the altitude value of the traveling position of the vehicle 9 increases.

[0042] For example, when the detected value P is equal to or greater than the threshold value P1, the converter control circuit 152 sets the upper limit voltage value VLM to the maximum predetermined value VA. When the detected value P is equal to or greater than the threshold value P2 and less than the threshold value P1, the converter control circuit 152 sets the upper limit voltage value VLM to the second largest predetermined value VB. Further, when the detected value P is less than the threshold value P2, the converter control circuit 152 sets the upper limit voltage value VLM to the minimum predetermined value VC. The predetermined values VA, VB, and VC are determined in advance according to, for example, the withstand voltage of the insulation of the motor 2 and the driving performance of the vehicle 9.

[0043] In this way, the upper limit voltage value VLM decreases as the atmospheric pressure decreases. Therefore, for example, as the vehicle 9 approaches the mountaintop, the system voltage VH is kept low so as not to exceed the withstand voltage of the insulation of the motor 2, and the dielectric breakdown between the windings 20a to 20c is suppressed. Note that the converter control circuit 152 changes the upper limit voltage value VLM in a stepwise manner as described above, but is not limited thereto. For example, the upper limit voltage value VLM may be continuously changed in a quadratic function with respect to the detected value P.

[0044] FIG. 3 is a time chart showing an example of the switching signal S2u and the reactor current when the detected value P of the atmospheric pressure sensor 153 is large. FIG. 4 is a time chart showing an example of the switching signal S2u and the reactor current when the detected value P of the atmospheric pressure sensor 153 is small. The upper limit voltage value VLM in the case of FIG. 3 is, for example, the predetermined value VA, and the upper limit voltage value VLM in the case of FIG. 4 is, for example a place the predetermined value VC.

[0045] When the detected value P is large, the duty ratio of the switching signal S2u is larger than the duty ratio of the switching signal S2u when the detected value P is small. The reactor current starts to increase at the time Ton when the switching signal S2u turns on, and starts to decrease at the time Toff when the switching signal S2u turns off. Therefore, when the detected value P is large, the maximum value of the reactor current is larger than the maximum value of the reactor current when the detected value P is small.

[0046] Therefore, the converter control circuit 152 can limit the system voltage VH to be equal to or lower than the upper voltage value VLM by controlling the duty ratio of the switching signal S2u according to the detected value P of the atmospheric pressure sensor 153.

[0047] Referring to FIG. 1 again, the determination atmospheric pressure sensor 154 detects the atmospheric pressure in the same manner as the atmospheric pressure sensor 153. The determination atmospheric pressure sensor 154 is used to determine the failure of the atmospheric pressure sensor 153. Note that the atmospheric pressure sensor 153 is an example of the first sensor, and the determination atmospheric pressure sensor 154 is an example of the second sensor.

[0048] The failure determination circuit 155 is an example of a determination unit, and determines the presence or absence of a failure of the atmospheric pressure sensor 153 based on the atmospheric pressures detected by the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154, respectively. That is, the failure determination circuit 155 performs a failure diagnosis of the atmospheric pressure sensor 153. Thereby, the reliability of the detected value P of the atmospheric pressure sensor is ensured.

[0049] For example, when the difference between the atmospheric pressures detected by the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 is equal to or less than a threshold value, the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is not faulty. At this time, the failure determination circuit 155 acquires the detected values P and Po of the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154, calculates the difference therebetween, and compares it with the threshold value. Therefore, the failure determination circuit 155 can determine the presence or absence of a failure of the atmospheric pressure sensor 153 with high accuracy using the same atmospheric pressure sensor 153 and determination atmospheric pressure sensor 154. The failure determination circuit 155 notifies the converter control circuit 152 of the determination result.

[0050] The converter control circuit 152 changes the setting of the upper limit voltage value VLM of the system voltage VH according to the determination result of the atmospheric pressure sensor 153. When the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is not faulty, the converter control circuit 152 controls the boost converter 11 according to the atmospheric pressure detected by the atmospheric pressure sensor 153. Specifically, the converter control circuit 152 controls the system voltage VH to be equal to or lower than the upper limit voltage value VLM corresponding to the detected value P of the atmospheric pressure sensor 153 as described above. Therefore, the converter control circuit 152 can suppress the system voltage VH according to the change in atmospheric pressure while maintaining the driving performance of the vehicle 9 so that the system voltage VH does not exceed the withstand voltage of the insulation of the motor 2.

[0051] Also, when the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is faulty, the converter control circuit 152 restricts the system voltage VH to be equal to or lower than the minimum predetermined value VC of the upper limit voltage value VLM. Therefore, the converter control circuit 152 can suppress the system voltage VH to be equal to or lower than the minimum predetermined value VC among the predetermined values VA, VB, and VC which are the upper limit voltage values VLM corresponding to the detected value P of the atmospheric pressure, and thus can minimize the voltage applied to the motor 2 regardless of the atmospheric pressure. Thereby, even when the atmospheric pressure sensor 153 is faulty and the atmospheric pressure cannot be detected, the system voltage VH can be suppressed so that the system voltage VH does not exceed the withstand voltage of the insulation of the motor 2.

[0052] The atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 are housed in the common ECU 156. Therefore, compared with the case where the determination atmospheric pressure sensor 154 is provided in the intake manifold of the engine or the like, the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 are installed in a temperature environment that is close to each other within the ECU 156. That is, the difference in the ambient temperature between the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 becomes smaller than the case where the determination atmospheric pressure sensor 154 is arranged outside the ECU 156.

[0053] Therefore, since the influence of the ambient temperature on the detection values P and Po of the atmospheric pressure sensor 153 and the determination atmospheric pressure sensor 154 is also about the same, the deviation of the detection values P and Po due to the ambient temperature is reduced. For this reason, the failure determination circuit 155 can accurately determine the presence or absence of a failure of the atmospheric pressure sensor 153 based on the detection values P and Po. Further, the failure determination circuit 155 can determine the presence or absence of a failure of the atmospheric pressure sensor 153 without using the detection value of an intake pressure sensor that detects the intake pressure in the intake manifold of the engine.

[0054] Therefore, the converter control circuit 152 can appropriately control the boost converter 11 regardless of the presence or absence of the engine of the vehicle 9.

[0055] Further, the ECU 156 also houses the failure determination circuit 155. For this reason, the length of the electrical wiring between the atmospheric pressure sensor 153, the determination atmospheric pressure sensor 154, and the failure determination circuit 155 is shorter than when the failure determination circuit 155 is arranged outside the ECU 156.

[0056] Further, the ECU 156 also houses the inverter control circuit 151. For this reason, it becomes possible to configure the inverter control circuit 151 as a common circuit with the converter control circuit 152.

[0057] In this example, the ECU 156 also houses the atmospheric pressure sensor 153, the determination atmospheric pressure sensor 154, the converter control circuit 152, the inverter control circuit 151, and the failure determination circuit 155, but is not limited thereto. For example, at least one of the inverter control circuit 151 and the failure determination circuit 155 may be provided outside the ECU 156.

[0058] (Operation of Converter Control Circuit) FIG. 5 is a flowchart showing an example of the operation of the converter control circuit 152. This operation is executed periodically, for example. First, the converter control circuit 152 determines whether the atmospheric pressure sensor 153 is normal based on the determination result notified from the failure determination circuit 155 (step St1).

[0059] When the converter control circuit 152 determines that the atmospheric pressure sensor 153 is not malfunctioning (i.e., it is normal) (No in step St1), it acquires the detected value P of the atmospheric pressure from the atmospheric pressure sensor 153 (step St2). Next, as described above, the converter control circuit 152 determines the upper limit voltage value VLM from the predetermined values VA, VB, and VC according to the detected value P of the atmospheric pressure (step St3). As a result, the system voltage VH is restricted according to the atmospheric pressure, and breakdown of insulation between the windings 20a to 20c is suppressed.

[0060] When the atmospheric pressure sensor 153 is malfunctioning (Yes in step St1), the upper limit voltage value VLM is set to the minimum predetermined value VC (step St4). As a result, the system voltage VH is restricted to the minimum regardless of the atmospheric pressure, and breakdown of insulation between the windings 20a to 20c is suppressed.

[0061] Next, the converter control circuit 152 calculates a target voltage VHo of the system voltage VH based on the torque command value input from the torque command unit 150 (step St5). At this time, the converter control circuit 152 calculates the target voltage VHo, for example, by referring to map data based on the torque command value.

[0062] Next, the converter control circuit 152 compares the target voltage VHo with the upper limit voltage value VLM (step St6). When VHo > VLM holds as a result of the comparison (Yes in step St6), the converter control circuit 152 changes the target voltage VHo to the upper limit voltage value VLM (step St7). When VHo ≤ VLM holds as a result of the comparison (No in step St6), the converter control circuit 152 does not change the target voltage VHo.

[0063] Next, the converter control circuit 152 acquires the detected value of the system voltage VH from the voltage sensor 17 (step St8). Next, the converter control circuit 152 sets the target value ILo of the reactor current so that the difference between the system voltage VH and the target voltage VHo approaches 0 (step St9). Next, the converter control circuit 152 generates switching signals S1u and S2u with a duty ratio such that the reactor current IL approaches the target value ILo, for example, by referring to map data (step St10), and outputs them to the IGBTs 110 and 111, respectively (step St11).

[0064] In this way, the converter control circuit 152 operates.

[0065] (Operation of the failure determination unit) FIG. 6 is a flowchart showing an example of the operation of the failure determination circuit 155. This operation is executed periodically, for example.

[0066] First, the failure determination circuit 155 acquires the detected value P of the atmospheric pressure from the atmospheric pressure sensor 153 (step St21). Next, the failure determination circuit 155 acquires the detected value Po of the atmospheric pressure from the determination-use atmospheric pressure sensor 154 (step St22).

[0067] Next, the failure determination circuit 155 compares the absolute value of the difference between the detected values P and Po (|P - Po|) with the threshold value TH (step St23). When |P - Po| ≤ TH holds as a result of the comparison (Yes in step St23), the failure determination circuit 155 determines that the atmospheric pressure sensor 153 is normal (not failed) (step St24). Also, when |P - Po| > TH holds as a result of the comparison (No in step St23), the failure determination circuit 155 determines that the atmospheric pressure sensor 153 has failed (step St25).

[0068] In this way, the failure determination circuit 155 diagnoses the failure of the atmospheric pressure sensor 153. Since the atmospheric pressure sensor 153 and the atmospheric pressure sensor 154 for determination are housed in the ECU 156, the atmospheric pressure can be detected in temperature environments close to each other. Therefore, the failure determination circuit 155 can diagnose the failure of the atmospheric pressure sensor 153 with high accuracy.

[0069] The above-described embodiments are preferred examples of the present invention. However, the present invention is not limited thereto, and various modifications can be made without departing from the gist of the present invention.

Explanation of Reference Numerals

[0070] 2 Motor 3 Battery 9 Vehicle 10 Inverter 11 Boost Converter 15 Vehicle Control Device 151 Inverter Control Circuit 152 Converter Control Circuit (Boost Control Circuit) 153 Atmospheric Pressure Sensor (First Atmospheric Pressure Sensor) 154 Atmospheric Pressure Sensor for Determination (Second Atmospheric Pressure Sensor) 155 Failure Determination Circuit (Determination Unit)

Claims

Claim 1. A control unit comprising: a case; a first sensor and a second sensor mounted on an electronic circuit board provided in the case for detecting atmospheric pressure respectively; and a boost control circuit for controlling a boost converter that boosts the power supply voltage of a motor for driving a vehicle. And a determination unit configured to determine whether the first sensor has failed based on the atmospheric pressures detected by the first sensor and the second sensor respectively. When the determination unit determines that the first sensor is not faulty, the boost control circuit controls the boost converter according to the atmospheric pressure detected by the first sensor. A vehicle control device. Claim 2. The determination unit is housed inside the control unit. The vehicle control device according to claim 1. Claim 3. It has an inverter control circuit for controlling an inverter that converts the DC current input from the boost converter into a three-phase AC current and outputs it to the motor. The inverter control circuit is housed inside the control unit. The vehicle control device according to claim 1 or 2. Claim 4. When the determination unit determines that the first sensor is not faulty, the boost control circuit limits the power supply voltage boosted by the boost converter to be equal to or lower than an upper limit value according to the atmospheric pressure detected by the first sensor. The vehicle control device according to any one of claims 1 to 3. Claim 5. When the determination unit determines that the first sensor is faulty, the boost control circuit limits the power supply voltage boosted by the boost converter to be equal to or lower than the minimum value of the upper limit value. The vehicle control device according to claim 4. Claim 6. When the difference between the atmospheric pressures detected by the first sensor and the second sensor respectively is equal to or lower than a threshold value, the determination unit determines that the first sensor is not faulty. The vehicle control device according to any one of claims 1 to 5.

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