Control device and control program for rotating electrical machine

Abstract

In the present invention, a target-torque computing unit (50) computes target torque that includes regenerative torque generated by regenerative power generation of a rotating electrical machine (20), on the basis of the actuating amount of an accelerator actuating member (11) and the actuating status of a brake actuating member (12). A monitoring-torque computing unit (70a) computes monitoring torque to be utilized for monitoring the target torque, on the basis of the actuating amount of the accelerator actuating member and the actuating status of the brake actuating member. An abnormality detecting unit (70b) detects acceleration abnormality if the target torque computed by the target-torque computing unit exceeds, by a predetermined degree, the monitoring torque computed by the monitoring-torque computing unit. A detection invalidating unit (70c) invalidates acceleration-abnormality detection by the abnormality detecting unit if the target torque is at or below a masking threshold value, and sets the masking threshold value for when the brake actuating member is not being actuated to be larger than the masking threshold value for when the brake actuating member is being actuated.

Description

Rotating electric machine control device and control program CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Japanese Application No. 2023-131424, filed on August 10, 2023, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates to a control device that controls a rotating electric machine and detects control abnormalities.

[0003] For example, there is a control device that calculates a target torque value and a target monitored torque value for a rotating electric machine that is a driving power source for a vehicle, and if the deviation between the target value and the target monitored value is equal to or greater than a threshold value, it determines that an abnormality has occurred in the control device of the rotating electric machine and executes fail-safe processing. Here, in order to prevent the fail-safe processing from being executed erroneously when the situation does not warrant execution, there is a control device that executes monitoring of the target torque value on the condition that the target torque value is equal to or greater than a judgment value (see Patent Document 1).

[0004] Japanese Patent Application Laid-Open No. 2021-112115

[0005] The target torque value of the rotating electric machine changes depending on whether regenerative power generation is performed or whether a one-pedal mode, in which the vehicle is accelerated and decelerated by accelerator operation alone, is performed or not. The control device described in Patent Document 1 does not take into account these changes in the target torque value, and there is still room for improvement in terms of preventing erroneous detection of an abnormality in the control of the rotating electric machine when there is no abnormality (erroneous detection of a control abnormality).

[0006] The present disclosure has been made to solve the above-mentioned problems, and a main object of the present disclosure is to suppress erroneous detection of control abnormalities in a control device for a rotating electric machine.

[0007] A first means for solving the above problem is a control device for a rotating electric machine applied to a vehicle equipped with an accelerator operation member, a brake operation member, and a rotating electric machine capable of transmitting power to drive wheels, comprising: a target torque calculation unit that calculates a target torque including regenerative torque due to regenerative power generation of the rotating electric machine based on the operation amount of the accelerator operation member and the operation state of the brake operation member; a monitor torque calculation unit that calculates a monitor torque used for monitoring the target torque based on the operation amount of the accelerator operation member and the operation state of the brake operation member; an abnormality detection unit that detects an acceleration abnormality when the target torque calculated by the target torque calculation unit is larger than the monitor torque calculated by the monitor torque calculation unit by more than a predetermined degree; and a detection invalidation unit that invalidates detection of the acceleration abnormality by the abnormality detection unit when the target torque is equal to or smaller than a mask threshold, and sets the mask threshold when the brake operation member is not operated to be larger than the mask threshold when the brake operation member is operated.

[0008] According to the above configuration, the target torque calculation unit calculates a target torque, including a regenerative torque due to regenerative power generation by the rotary electric machine, based on the operation amount of the accelerator operation member and the operation state of the brake operation member. Therefore, generally, the greater the operation amount of the accelerator operation member, the greater the target torque (toward vehicle acceleration), and the smaller the target torque (toward vehicle deceleration due to regenerative power generation) when the brake operation member is operated. The monitor torque calculation unit calculates a monitor torque used to monitor the target torque based on the operation amount of the accelerator operation member and the operation state of the brake operation member. Therefore, the monitor torque is calculated similarly to the target torque. The abnormality detection unit detects an acceleration abnormality when the target torque calculated by the target torque calculation unit is greater than the monitor torque calculated by the monitor torque calculation unit by more than a predetermined amount. Therefore, for example, if an abnormality occurs in the target torque calculation unit and the target torque becomes larger than the driver's intention, an acceleration abnormality can be detected. When an acceleration abnormality is detected, a fail-safe process is generally performed.

[0009] The detection disabling unit disables the detection of the acceleration abnormality by the abnormality detection unit when the target torque is equal to or less than the mask threshold. Therefore, when the target torque is equal to or less than the mask threshold and acceleration abnormality detection is not required, erroneous detection of acceleration abnormality can be suppressed. Here, when the brake operation member is not operated, the target torque is larger than when the brake operation member is operated. Therefore, the target torque range in which acceleration abnormality detection is not required expands toward the larger target torque side. In this regard, the detection disabling unit sets the mask threshold when the brake operation member is not operated to be larger than the mask threshold when the brake operation member is operated. Therefore, it is easy to set the mask threshold appropriately depending on whether the brake operation member is operated. Therefore, when regenerative power generation is performed by the rotating electric machine, erroneous detection of acceleration abnormality (control abnormality) and missed detection of acceleration abnormality can be suppressed. Note that if the mask threshold is excessively large, there is a risk of acceleration abnormality not being detected despite the occurrence of acceleration abnormality, resulting in missed detection of acceleration abnormality.

[0010] In the second means, the vehicle is capable of executing a one-pedal mode in which the vehicle accelerates and decelerates based on operation of the accelerator operating member, the target torque calculation unit further calculates the target torque including the regenerative torque based on whether or not the one-pedal mode is being executed, and the detection disabling unit sets the mask threshold when the one-pedal mode is not being executed to be greater than the mask threshold when the one-pedal mode is being executed.

[0011] According to the above configuration, the vehicle can execute a one-pedal mode in which the vehicle accelerates and decelerates based on operation of the accelerator operating member. The target torque calculation unit further calculates the target torque, including the regenerative torque, based on whether the one-pedal mode is being executed. Therefore, when the one-pedal mode is not being executed, the target torque is larger than when the one-pedal mode is being executed. Therefore, the target torque range in which detection of acceleration abnormalities does not need to be performed is expanded toward the larger target torque side. In this regard, the detection disabling unit sets the mask threshold when the one-pedal mode is not being executed to be larger than the mask threshold when the one-pedal mode is being executed. This makes it easier to set the mask threshold appropriately depending on whether the one-pedal mode is being executed. Therefore, when the one-pedal mode is executable, erroneous detection of acceleration abnormalities and missed detection of acceleration abnormalities can be suppressed.

[0012] The regenerative torque (target torque) calculated by the target torque calculation unit changes depending on the operation state of the brake operation member and whether the one-pedal mode is active or inactive. Therefore, the region of the target torque where it is not necessary to perform acceleration abnormality detection also changes depending on the change in the regenerative torque due to these factors.

[0013] In this regard, in the third aspect, the detection invalidation unit sets the mask threshold based on the regenerative torque that is set depending on the operation state of the brake operation member and whether or not the one-pedal mode is being executed, which makes it easier to set the mask threshold just right in accordance with changes in the regenerative torque.

[0014] In the fourth means, the abnormality detection unit detects a deceleration abnormality when the target torque calculated by the target torque calculation unit is equal to or less than a deceleration abnormality threshold, and sets the deceleration abnormality threshold when the brake operation member is operated to be smaller than the deceleration abnormality threshold when the brake operation member is not operated.

[0015] According to the above configuration, the abnormality detection unit detects a deceleration abnormality when the target torque calculated by the target torque calculation unit is equal to or less than a deceleration abnormality threshold. Therefore, for example, when an abnormality occurs in the target torque calculation unit and the target torque becomes smaller than intended by the vehicle driver, the deceleration abnormality can be detected. Note that when a deceleration abnormality is detected, a fail-safe process is generally performed.

[0016] Here, when the brake operation member is operated, the target torque is smaller than when the brake operation member is not operated. Therefore, the region of the target torque in which a deceleration abnormality should be detected is narrowed to the side with a smaller target torque. In this regard, the abnormality detection unit sets the deceleration abnormality threshold when the brake operation member is operated to be smaller than the deceleration abnormality threshold when the brake operation member is not operated. This makes it easier to set the deceleration abnormality threshold appropriately depending on whether the brake operation member is being operated. Therefore, when detecting a deceleration abnormality, it is possible to suppress erroneous detection of a deceleration abnormality (control abnormality) and also suppress missed detection of a deceleration abnormality. Note that if the deceleration abnormality threshold is excessively small, there is a risk that a deceleration abnormality will not be detected even though it occurs, resulting in missed detection of a deceleration abnormality.

[0017] In a fifth means, the vehicle is capable of executing a one-pedal mode in which the vehicle accelerates and decelerates based on operation of the accelerator operating member, the target torque calculation unit further calculates the target torque including the regenerative torque based on whether or not the one-pedal mode is being executed, and the abnormality detection unit sets the deceleration abnormality threshold when the one-pedal mode is being executed to be smaller than the deceleration abnormality threshold when the one-pedal mode is not being executed.

[0018] When the one-pedal mode is being executed, the target torque is smaller than when the one-pedal mode is not being executed. Therefore, the region of the target torque in which deceleration abnormality should be detected is narrowed to the side with smaller target torque. In this regard, the abnormality detection unit sets the deceleration abnormality threshold when the one-pedal mode is being executed to be smaller than the deceleration abnormality threshold when the one-pedal mode is not being executed. This makes it easier to set the deceleration abnormality threshold appropriately depending on whether the one-pedal mode is being executed. Therefore, when the one-pedal mode can be executed, it is possible to suppress erroneous detection of deceleration abnormalities (control abnormalities) and also suppress missed detection of deceleration abnormalities.

[0019] The regenerative torque (target torque) calculated by the target torque calculation unit changes depending on the operation state of the brake operation member and whether the one-pedal mode is active or not. Therefore, the region of the target torque where deceleration abnormality should be detected changes depending on the change in regenerative torque caused by these factors.

[0020] In this regard, in the sixth aspect, the abnormality detection unit sets the deceleration abnormality threshold value depending on the operation state of the brake operation member and whether the one-pedal mode is being executed, so that it is easy to set the deceleration abnormality threshold value just right depending on the change in regenerative torque.

[0021] The seventh means is a control program applied to a vehicle equipped with an accelerator operation member, a brake operation member, and a rotating electric machine capable of transmitting power to drive wheels, and causes a computer to execute the following processes: a process of calculating a target torque including regenerative torque due to regenerative power generation by the rotating electric machine based on the operation amount of the accelerator operation member and the operation state of the brake operation member; a process of calculating a monitor torque used to monitor the target torque based on the operation amount of the accelerator operation member and the operation state of the brake operation member; a process of detecting an acceleration abnormality when the calculated target torque is larger than the calculated monitor torque by more than a predetermined degree; and a process of disabling the detection of the acceleration abnormality when the target torque is equal to or smaller than a mask threshold, and setting the mask threshold when the brake operation member is not operated to be larger than the mask threshold when the brake operation member is operated.

[0022] According to the above configuration, by causing a computer to execute a control program applied to a vehicle, it is possible to achieve the same effects as those of the first means.

[0023] The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which Fig. 1 is a block diagram of a vehicle, Fig. 2 is a functional block diagram showing processing by a vehicle control unit, Fig. 3 is a functional block diagram showing processing by a monitoring unit, Fig. 4 is a diagram showing an example of a target torque map, Fig. 5 is a diagram showing the relationship between target torque and an abnormality threshold, Fig. 6 is a diagram showing a mask threshold when the brake is ON, Fig. 7 is a diagram showing a mask threshold when the brake is OFF and one pedal is ON, Fig. 8 is a diagram showing a mask threshold when the brake is OFF and one pedal is OFF, Fig. 9 is a flowchart showing a procedure for calculating a target torque, Fig. 10 is a flowchart showing a procedure for detecting an acceleration hazard abnormality, Fig. 11 is a flowchart showing a procedure for setting a mask threshold, Fig. 12 is a flowchart showing a procedure for detecting a deceleration hazard abnormality, Fig. 13 is a flowchart showing a procedure for setting a deceleration abnormality threshold, and Fig. 14 is a flowchart showing a procedure for fail-safe processing.

[0024] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a control device for a rotating electric machine mounted on a vehicle will now be described with reference to the accompanying drawings. The vehicle may be a hybrid vehicle, an electric vehicle, or the like that uses a rotating electric machine as a power source for traveling.

[0025] 1, a vehicle 10 includes a rotating electric machine 20, an inverter 30, and a storage battery 31 as an electricity storage device. The rotating electric machine 20 has a three-phase stator winding and a rotor, and is, for example, a permanent magnet type synchronous machine.

[0026] The vehicle 10 includes a transmission 23 and drive wheels 24. The rotor of the rotating electric machine 20 is capable of transmitting power to the drive wheels 24 via the transmission 23. In other words, the rotating electric machine 20 serves as a power source for driving the vehicle 10.

[0027] The stator winding of the rotating electric machine 20 is electrically connected to a storage battery 31 via an inverter 30. The inverter 30 has upper and lower arm switches. The storage battery 31 is a battery pack consisting of a plurality of cells connected in series, and is a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery.

[0028] The vehicle 10 is equipped with an accelerator sensor 40, a vehicle speed sensor 41, a shift position sensor 42, a driving mode switch 43, a brake switch 44, and a brake sensor 45. The accelerator sensor 40 detects an accelerator operation amount Acc, which is the amount of depression of an accelerator pedal 11, which serves as an accelerator operation member, by the driver. The vehicle speed sensor 41 detects a vehicle speed Vs, which is the traveling speed of the vehicle 10. The brake sensor 45 detects a brake operation amount Bp, which is the amount of depression of a brake pedal 12, which serves as a brake operation member, by the driver.

[0029] The shift position sensor 42 detects a shift position SP, which is the position of the shift lever of the transmission 23 operated by the driver. The shift positions SP in this embodiment include a parking range (P range) used when parking the vehicle 10, a reverse range (R range) that instructs the vehicle 10 to move backward, a neutral range (N range) in which power transmission between the rotor and the drive wheels 24 is interrupted, and a drive range (D range) that instructs the vehicle 10 to move forward.

[0030] The driving mode switch 43 is a switch for setting the torque output characteristics of the rotating electric machine 20 and is operated by the driver. The driving mode of the vehicle 10 is set by operating the driving mode switch 43. The driving modes include an eco mode, a normal mode, a sport mode, and a one-pedal mode. The eco mode is a mode that prioritizes the energy efficiency of the vehicle 10, i.e., power consumption over power output. The sport mode is a mode that prioritizes the driving performance of the vehicle 10, i.e., power output over power consumption, and the normal mode is an intermediate mode between the eco mode and the sport mode. The one-pedal mode is a mode in which the vehicle 10 is accelerated and decelerated based on the operation of the accelerator pedal 11.

[0031] The brake switch 44 is turned on when the brake pedal 12 is depressed, and is turned off when the brake pedal 12 is not depressed.

[0032] Output signals from the sensors 40 to 42 and a driving mode signal Mo indicating the operation state of the driving mode switch 43 are transmitted to a control device 100 provided in the vehicle 10. A brake signal BS indicating the ON / OFF state of the brake switch 44 is transmitted to the control device 100 and a brake ECU 80 provided in the vehicle 10. A brake operation amount Bp detected by the brake sensor 45 is transmitted to the brake ECU 80. The control device 100 (computer) includes a vehicle control unit 50, an MG control unit 60, and a monitoring unit 70.

[0033] 1 to 3, redundant signals including accelerator operation amount Acc, vehicle speed Vs, and brake signal BS, and a non-redundant signal including a driving mode signal Mo, are input to the vehicle control unit 50 and the monitoring unit 70. The output signal of the shift position sensor 42 is also input to the vehicle control unit 50 and the monitoring unit 70. The brake operation amount Bp is also a redundant signal.

[0034] Taking the vehicle control unit 50 as an example, a redundant signal is a signal input to the vehicle control unit 50 from a redundant sensor, or a signal input from a sensor via a redundant signal line to the vehicle control unit 50. A non-redundant signal is a signal input to the vehicle control unit 50 from a non-redundant sensor, or a signal input from a sensor to the vehicle control unit 50 via a single signal line.

[0035] The sensor redundancy can be realized, for example, by duplicating the detection element, signal processing circuit, and output unit that constitute the sensor, or by using a single detection element and duplicating the signal processing circuit and output unit. Furthermore, the signal line redundancy can be realized, for example, by connecting the sensor and the vehicle control unit 50 with two or more signal lines.

[0036] On the other hand, a non-redundant sensor is a sensor that includes a single detection element, signal processing circuit, and output unit. Non-redundant signal lines refer to a mode in which the sensor and the vehicle control unit 50 are connected by a single signal line, for example.

[0037] It can also be said that a redundant signal is a highly reliable signal, and a non-redundant signal is a signal less reliable than a redundant signal.

[0038] The vehicle control unit 50 (target torque calculation unit) calculates the target torque of the rotating electric machine 20 at every predetermined control period based on the accelerator operation amount Acc, the vehicle speed Vs, the driving mode signal Mo, and the brake signal BS. The target torque is calculated by the brake ECU 80 and includes the regenerative torque Tks received by the vehicle control unit 50. When the target torque is a positive value, the vehicle 10 attempts to accelerate in the traveling direction, and when the target torque is a negative value, the vehicle 10 attempts to decelerate. The vehicle control unit 50 performs gradual change processing on the calculated target torque and outputs the result. The gradual change processing is a process in which, when the target torque changes, the target torque before the change gradually changes toward the target torque after the change. The gradual change processing is intended to suppress a sudden change (torque shock) in the torque of the rotating electric machine 20 and suppress a deterioration in drivability. The gradual change processing is, for example, a well-known smoothing process or rate processing.

[0039] The MG control unit 60 performs switching control of the upper and lower arm switches of the inverter 30 to control the torque of the rotating electric machine 20 to the target torque Tv after gradual change processing output from the vehicle control unit 50. Specifically, the MG control unit 60 performs power running control or regenerative drive control. Power running control is switching control that converts DC power output from the storage battery 31 into AC power and supplies it to the stator windings. When this control is performed, the rotating electric machine 20 functions as an electric motor and generates power running torque. Regenerative drive control is switching control that converts AC power generated by the rotating electric machine 20 into DC power and supplies it to the storage battery 31. When this control is performed, the rotating electric machine 20 functions as a generator and generates regenerative torque. The regenerative torque applies braking force to the wheels.

[0040] The monitoring unit 70 includes a monitor torque calculation unit 70a, an abnormality detection unit 70b, and a detection invalidation unit 70c. When monitoring the vehicle control unit 50, the monitor torque calculation unit 70a calculates a monitor torque at each predetermined control period based on the accelerator operation amount Acc, the vehicle speed Vs, the driving mode signal Mo, and the brake signal BS. The monitor torque is calculated by the brake ECU 80 and includes the regenerative torque Tks received by the monitoring unit 70. The monitor torque calculation unit 70a then performs a gradual change process on the calculated monitor torque and outputs the result. The gradual change process performed by the monitor torque calculation unit 70a is an smoothing process or a rate process, and the smoothing process and rate process performed by the monitor torque calculation unit 70a are assumed to be the same as those performed by the vehicle control unit 50. It is not essential that the smoothing process be the same between the vehicle control unit 50 and the monitor torque calculation unit 70a, and it is not essential that the rate process be the same between the vehicle control unit 50 and the monitor torque calculation unit 70a. When gradually changing the monitor torque, the process of gradually changing the monitor torque may be simplified so that the change in the monitor torque is not restricted too much.

[0041] The abnormality detection unit 70b performs abnormality processing by outputting a fail-safe signal Sfs to the MG control unit 60, which is a signal indicating that an abnormality has occurred in the vehicle control unit 50, based on a comparison result between the target torque Tv after the gradual change processing output from the vehicle control unit 50 and the monitor torque Tvr after the gradual change processing. The abnormality detection unit 70b detects an acceleration hazard abnormality (acceleration abnormality) when the target torque calculated by the vehicle control unit 50 is greater than the monitor torque calculated by the monitor torque calculation unit 70a by more than a predetermined degree. The fail-safe signal Sfs is a signal instructing the rotary electric machine 20 to reduce the output torque to creep torque, or a signal instructing the rotary electric machine 20 to stop by reducing the output torque of the rotary electric machine 20 to zero. When the MG control unit 60 determines that the fail-safe signal Sfs has been input, the MG control unit 60 performs processing to reduce the output torque of the rotary electric machine 20 to creep torque, or processing to reduce the output torque of the rotary electric machine 20 to zero.

[0042] The detection disabling unit 70c disables the detection of an acceleration hazard abnormality by the abnormality detection unit 70b when the target torque Tv after the gradual change processing is equal to or less than a mask threshold Tmsk. The mask threshold Tmsk will be described later. In this embodiment, as a mode for disabling the detection of an acceleration hazard abnormality by the abnormality detection unit 70b, the detection of an acceleration hazard abnormality is not executed. Note that the detection of an acceleration hazard abnormality can also be disabled by ignoring the detection result of the acceleration hazard abnormality.

[0043] The brake ECU 80 calculates the deceleration torque required of the vehicle 10 based on the brake operation amount Bp. The brake ECU 80 calculates the regenerative torque Tks by subtracting the deceleration torque generated by the brake (not shown) from the deceleration torque required of the vehicle 10. Furthermore, when the one-pedal mode is ON, the brake ECU 80 calculates the regenerative torque Tks when the accelerator operation amount Acc is small based on the target torque map M1 for when the one-pedal mode is ON shown in FIG. 4. The brake ECU 80 transmits the calculated regenerative torque Tks to the control device 100.

[0044] 2, the vehicle control unit 50 includes a central processing unit (CPU 51), a memory 52, an input / output interface 53, and a bus 54. The CPU 51, the memory 52, and the input / output interface 53 are connected to each other via the bus 54 so as to enable two-way communication. The memory 52 includes a non-volatile memory (e.g., ROM) that stores a target torque calculation program P1 for calculating the target torque Tv, and a memory (e.g., RAM) that can be read and written by the CPU 51.

[0045] The nonvolatile memory constituting the memory 52 further stores a target torque map M1 used for calculating the target torque. The target torque map M1 is map information in which the target torque is defined in relation to the driving mode, accelerator operation amount Acc, vehicle speed Vs, and brake signal BS. The CPU 51 calculates the target torque by loading the target torque calculation program P1 stored in the memory 52 into a readable / writable memory and executing it. The CPU 51 performs a gradual change process on the calculated target torque.

[0046] The input / output interface 53 is connected to the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, driving mode switch 43, brake switch 44, MG control unit 60, and monitoring unit 70 via signal lines. Detection signals are input from the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, driving mode switch 43, and brake switch 44, and redundant signals are input from at least the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, and brake switch 44, and a non-redundant signal is input from the driving mode switch 43. That is, in this embodiment, the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, and brake switch 44 are redundant sensors (switches), and the driving mode switch 43 is a non-redundant sensor.

[0047] 3, the monitoring unit 70 includes a CPU 71, a memory 72, an input / output interface 73, and a bus 74. These components implement the functions of a monitored torque calculation unit 70a, an abnormality detection unit 70b, and a detection invalidation unit 70c. The CPU 71, the memory 72, and the input / output interface 73 are connected via the bus 74 to enable bidirectional communication. The memory 72 includes a non-volatile memory (e.g., ROM) that stores a monitoring program P2 for calculating the monitored torque, determining an abnormality in the vehicle control unit 50, and determining whether a fail-safe mode should be performed, and a memory (e.g., RAM) that can be read and written by the CPU 71. The target torque calculation program P1 and the monitoring program P2 form a control program.

[0048] A monitor torque map M2 used for calculating the monitor torque is further stored in the nonvolatile memory constituting the memory 72. The monitor torque map M2 is map information in which the monitor torque Tvr is defined in relation to the driving mode, the accelerator operation amount Acc, the vehicle speed Vs, and the brake signal BS.

[0049] The CPU 71 calculates the monitor torque by loading the monitoring program P2 stored in the memory 72 into a readable / writable memory and executing the program. The CPU 71 performs gradual change processing on the calculated monitor torque. The CPU 71 compares the gradually changed monitor torque Tvr with the gradually changed target torque Tv to determine whether to implement a fail-safe. The CPU 71 also compares the gradually changed monitor torque Tvr with a deceleration abnormality threshold Tdec to determine whether to implement a fail-safe. The deceleration abnormality threshold Tdec will be described later.

[0050] The accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, driving mode switch 43, brake switch 44, vehicle control unit 50, and MG control unit 60 are connected via signal lines to the input / output interface 73. Detection signals are input from the accelerator sensor 40, vehicle speed sensor 41, shift position sensor 42, driving mode switch 43, and brake switch 44.

[0051] FIG. 4 is a diagram showing an example of the target torque map M1. The solid line indicates the one-pedal mode OFF state, and the dashed line indicates the one-pedal mode ON state. In both the one-pedal mode OFF state and the one-pedal mode ON state, the target torque increases as the accelerator operation amount Acc increases. Furthermore, the higher the vehicle speed Vs, the faster the target torque rises relative to the accelerator operation amount Acc. When the one-pedal mode OFF state is reached, the target torque is approximately zero when the accelerator operation amount Acc is zero. On the other hand, when the one-pedal mode ON state is reached, the target torque becomes a negative value (deceleration torque) when the accelerator operation amount Acc is zero. Furthermore, when the brake pedal 12 is depressed, the target torque becomes the regenerative torque Tks. The regenerative torque Tks is smaller than the target torque when the one-pedal mode ON state is reached and the accelerator operation amount Acc is zero. The monitor torque map M2 (not shown) is set to have the same tendency as the target torque map M1, but it does not necessarily have to be the same as the target torque map M1.

[0052] FIG. 5 illustrates the relationship between the target torque and the abnormality threshold. When the one-pedal mode is OFF, if the vehicle control unit 50 and the monitoring unit 70 are normal, the target torque Tv1 and the monitored torque Tvr1 are approximately equal. On the other hand, if an abnormality occurs in the vehicle control unit 50, causing the monitored torque Tvr1 to become excessively large, the deviation ΔT between the target torque Tv1 and the monitored torque Tvr1 (ΔT = Tv1 - Tvr1) becomes greater than the deviation threshold α (ΔT > α), and the target torque Tv1 enters the acceleration hazard abnormality region. As a result, an acceleration hazard abnormality (acceleration abnormality) is detected. When the one-pedal mode is ON, the target torque Tv2 and the monitored torque Tvr2 are calculated to be smaller than the target torque Tv1 and the monitored torque Tvr1, but otherwise the acceleration hazard abnormality is detected in the same manner as when the one-pedal mode is OFF. Furthermore, when the brake pedal 12 is depressed, the acceleration hazard abnormality is detected by comparing the target torque Tv and the monitored torque Tvr, which correspond to the regenerative torque Tks. The deceleration abnormality thresholds Tdec (Tdec1 to Tdec3) will be described later.

[0053] As described above, the target torque of the rotating electric machine 20 varies depending on whether regenerative power generation is being performed (the operation state of the brake pedal 12) and whether the one-pedal mode is on or off (whether the one-pedal mode is being performed). Therefore, the region of the target torque where it is not necessary to perform acceleration hazard abnormality detection also varies depending on the change in the regenerative torque Tks due to these factors. Therefore, in this embodiment, the region (mask region) where the detection disabling unit 70c disables the detection of acceleration hazard abnormality is variable depending on the operation state of the brake pedal 12 and the on or off state of the one-pedal mode.

[0054] FIG. 6 is a diagram showing the mask threshold Tmsk1 when the brake is ON. Detection of an acceleration hazard abnormality is disabled in a region where the target torque is equal to or less than the mask threshold Tmsk1 when the brake is ON. The mask threshold Tmsk1 is a value obtained by adding an allowable torque change amount ΔTp, which is an allowable change amount of unintended acceleration torque, to the minimum value Tb1 (strongest deceleration torque) of the regenerative torque Tks requested by the brake ECU 80 when the brake is ON under normal conditions. The allowable torque change amount ΔTp is, for example, the torque of the rotating electric machine 20 required to accelerate the vehicle 10 at an acceleration of 0.2 [G]. A region where the target torque is smaller than the minimum value Tb1 is not used under normal conditions. The minimum value Tb1 is a known value, and the detection disabling unit 70c acquires (knows) the minimum value Tb1 in advance.

[0055] 7 is a diagram showing the mask threshold Tmsk2 when the brake is OFF and the one-pedal mode is ON. The mask threshold Tmsk2 is a value obtained by adding the allowable torque change amount ΔTp to the minimum value Tb2 of the regenerative torque Tks requested by the brake ECU 80 when the brake is OFF and the one-pedal mode is ON under normal conditions. The minimum value Tb2 of the regenerative torque Tks when the brake is OFF and the one-pedal mode is ON is greater than the minimum value Tb1 of the regenerative torque Tks when the brake is ON. The minimum value Tb2 is a known value, and the detection invalidation unit 70c acquires (knows) the minimum value Tb2 in advance.

[0056] 8 is a diagram showing the mask threshold Tmsk3 when the brake is OFF and the one-pedal mode is OFF. The mask threshold Tmsk3 is a value obtained by adding the allowable torque change amount ΔTp to the minimum value Tb3 of the regenerative torque Tks requested by the brake ECU 80 when the brake is OFF and the one-pedal mode is OFF under normal conditions. The minimum value Tb3 of the regenerative torque Tks when the brake is OFF and the one-pedal mode is OFF is greater than the minimum value Tb2 of the regenerative torque Tks when the brake is OFF and the one-pedal mode is ON. The minimum value Tb3 is a known value, and the detection invalidation unit 70c acquires (knows) the minimum value Tb3 in advance.

[0057] That is, the detection disabling unit 70c sets the mask threshold value Tmsk3 when the one-pedal mode is not being executed to be greater than the mask threshold value Tmsk2 when the one-pedal mode is being executed. Also, the detection disabling unit 70c sets the mask threshold values ​​Tmsk2, Tmsk3 when the brake pedal 12 is not being operated to be greater than the mask threshold value Tmsk1 when the brake pedal 12 is being operated. In this way, the detection disabling unit 70c sets the mask threshold values ​​Tmsk1, Tmsk2, Tmsk3 based on the minimum values ​​Tb1, Tb2, Tb3 of the regenerative torque Tks that are set depending on the operation state of the brake pedal 12 and whether the one-pedal mode is being executed.

[0058] If the mask threshold value Tmsk (Tmsk1 to Tmsk3) is excessively large, there is a risk that the acceleration hazard abnormality will not be detected even when it occurs, resulting in an oversight of the acceleration hazard abnormality. In this regard, by setting the mask threshold value Tmsk according to the operation state of the brake pedal 12 and whether or not the one-pedal mode is being executed, as described above, the mask threshold value Tmsk can be set to be just right.

[0059] Furthermore, when the brake pedal 12 is operated, the brake ECU 80 calculates the regenerative torque Tks and transmits it to the control device 100. When the brake switch 44 is ON, the vehicle control unit 50 sets the target torque to the regenerative torque Tks. Therefore, when the brake pedal 12 is operated, the target torque is smaller than when the brake pedal 12 is not operated. Therefore, when the brake pedal 12 is operated, the target torque range in which a deceleration abnormality should be detected is narrowed to the side with a smaller target torque.

[0060] 5, the abnormality detection unit 70b sets the deceleration abnormality threshold value Tdec1 when the brake is ON to be smaller than the deceleration abnormality threshold value Tdec2 when the brake is OFF and the one-pedal mode is ON, and the deceleration abnormality threshold value Tdec3 when the brake is OFF and the one-pedal mode is OFF. The deceleration abnormality threshold value Tdec1 when the brake is ON is a value smaller than the regenerative torque Tks.

[0061] Furthermore, when the one-pedal mode is being executed, the target torque is smaller than when the one-pedal mode is not being executed, so when the one-pedal mode is being executed, the target torque range in which deceleration abnormalities should be detected is narrowed to the side with smaller target torques.

[0062] Therefore, the abnormality detection unit 70b sets the deceleration abnormality threshold value Tdec2 when the brake is OFF and the one-pedal mode is ON to be smaller than the deceleration abnormality threshold value Tdec3 when the brake is OFF and the one-pedal mode is OFF.

[0063] If the deceleration abnormality threshold value Tdec (Tdec1 to Tdec3) is excessively small, there is a risk that a deceleration hazard abnormality (deceleration abnormality) will not be detected even when it occurs, and that the deceleration hazard abnormality will not be detected. In this regard, by setting the deceleration abnormality threshold value Tdec according to the operation state of the brake pedal 12 and whether or not the one-pedal mode is being executed, as described above, it is possible to set the deceleration abnormality threshold value Tdec just right.

[0064] 9 is a flowchart showing the procedure for calculating the target torque. This series of processes is repeatedly executed by the vehicle control unit 50 at a predetermined interval (for example, every 10 ms).

[0065] First, the target torque Tv is calculated (S10). Specifically, the target torque Tv of the rotary electric machine 20 is calculated based on the accelerator operation amount Acc, the vehicle speed Vs, the driving mode signal Mo, the brake signal BS, and the target torque map M1 of Fig. 4. The target torque Tv is gradually changed, and the post-gradual-change target torque Tv is calculated (S11).

[0066] Next, it is determined whether or not there is a request for regenerative torque Tks from the brake ECU 80 (S12). If it is determined that there is a request for regenerative torque Tks (S12: YES), the target torque Tv is set to the regenerative torque Tks (S13). On the other hand, if it is determined that there is no request for regenerative torque Tks (S12: NO), the process proceeds to S14. The target torque Tv is corrected for various protection purposes (S14). For example, the target torque Tv is corrected to protect the rotating electrical machine 20, the inverter 30, the storage battery 31, etc. The corrected target torque Tv is output to the MG control unit 60 and the monitoring unit 70. Then, this series of processes is temporarily terminated.

[0067] 10 is a flowchart showing the procedure for detecting an acceleration hazard abnormality. This series of processes is repeatedly executed by the monitoring unit 70 at a predetermined interval (for example, every 10 ms).

[0068] First, the monitor torque Tvr is calculated (S20). Specifically, the monitor torque Tvr of the rotary electric machine 20 is calculated based on the accelerator operation amount Acc, the vehicle speed Vs, the driving mode signal Mo, the brake signal BS, and a monitor torque map M2 similar to that shown in FIG. 4. The monitor torque Tvr is subjected to a gradual change process or a simplified gradual change process to calculate the monitor torque Tvr after the gradual change process. The deviation ΔT (ΔT = Tv - Tvr) between the target torque Tv after the gradual change process and the monitor torque Tvr after the gradual change process is calculated (S21).

[0069] Next, it is determined whether the target torque Tv after the gradual change processing is greater than the mask threshold Tmsk (S22). The mask threshold Tmsk is calculated according to the procedure of the flowchart in FIG. 11, as described with reference to FIGS. 6 to 8. The series of processes in FIG. 11 are repeatedly executed by the detection invalidation unit 70c at a predetermined cycle (e.g., 10 ms). As shown in FIG. 11, it is determined whether the brake switch 44 is ON (S30). If it is determined that the brake switch 44 is ON (S30: YES), the mask threshold Tmsk is set to Tb1+ΔTp. If it is determined that the brake switch 44 is not ON (S30: NO), it is determined whether the one-pedal mode is ON (S32). If it is determined that the one-pedal mode is ON (S32: YES), the mask threshold Tmsk is set to Tb2+ΔTp. If it is determined that the one-pedal mode is not ON (S32: NO), the mask threshold Tmsk is set to Tb3+ΔTp. Thereafter, this series of processes is temporarily terminated.

[0070] 10 , if it is determined that the target torque Tv after the gradual change processing is greater than the mask threshold Tmsk (S22: YES), it is then determined whether the torque deviation ΔT is greater than a deviation threshold α (S23). The deviation threshold α is the torque of the rotating electric machine 20 required to accelerate the vehicle 10 at an acceleration of 0.1 [G], for example. If it is determined that the torque deviation ΔT is greater than the deviation threshold α (S23: YES), the fail counter Cfa is incremented (Cfa←Cfa+1) (S24).

[0071] Next, it is determined whether the fail counter Cfa is greater than the count threshold Cfr1 (S25). The count threshold Cfr1 is a count value corresponding to, for example, 1 [s]. If it is determined that the fail counter Cfa is greater than the count threshold Cfr1 (S25: YES), the fail flag XFMG is set to 1 (S26). The initial value of the fail flag XFMG is 0. If the fail flag XFMG is 1, the monitoring unit 70 transmits a fail-safe signal Sfs to the MG control unit 60. Then, this series of processes is temporarily terminated.

[0072] Furthermore, if it is determined in step S22 that the target torque Tv after the gradual change processing is not greater than the mask threshold value Tmsk (S22: NO), the fail counter Cfa is set to 0 (S27). That is, the processing of steps S23 to S26 for detecting an acceleration hazard abnormality is not executed (disabled). After that, this series of processing is temporarily terminated. Furthermore, if it is determined in step S23 that the torque deviation ΔT is not greater than the deviation threshold value α (S23: NO), or if it is determined in step S25 that the fail counter Cfa is not greater than the count threshold value Cfr1 (S25: NO), this series of processing is temporarily terminated.

[0073] The processing of S20 corresponds to the processing of the monitored torque calculation unit 70a, the processing of S21 and S23 to S26 corresponds to the processing of the abnormality detection unit 70b, and the processing of S22 and S27 corresponds to the processing of the detection invalidation unit 70c.

[0074] 12 is a flowchart showing the procedure for detecting a deceleration hazard abnormality. This series of processes is repeatedly executed by the monitoring unit 70 at a predetermined interval (for example, every 10 ms).

[0075] First, it is determined whether the target torque Tv after the gradual change process is equal to or less than the deceleration abnormality threshold value Tdec (S40). As described with reference to FIG. 5, the deceleration abnormality threshold value Tdec is calculated according to the procedure of the flowchart in FIG. 13. The series of processes in FIG. 13 are repeatedly executed by the abnormality detection unit 70b at a predetermined cycle (e.g., 10 ms). As shown in FIG. 13, it is determined whether the brake switch 44 is ON (S50). If it is determined that the brake switch 44 is ON (S50: YES), the deceleration abnormality threshold value Tdec is set to Tdec1 (S51). If it is determined that the brake switch 44 is not ON (S50: NO), it is determined whether the one-pedal mode is ON (S52). If it is determined that the one-pedal mode is ON (S52: YES), the deceleration abnormality threshold value Tdec is set to Tdec2. If it is determined that the one-pedal mode is not ON (S52: NO), the deceleration abnormality threshold value Tdec is set to Tdec3. Thereafter, this series of processes is temporarily terminated.

[0076] Returning to FIG. 12, if it is determined that the target torque Tv after the gradual change process is equal to or less than the deceleration abnormality threshold Tdec (S40: YES), the fail counter Cfd is incremented (Cfd←Cfd+1) (S41).

[0077] Next, it is determined whether the fail counter Cfd is greater than the count threshold Cfr2 (S42). The count threshold Cfr2 is a count value corresponding to, for example, 1 [s]. If it is determined that the fail counter Cfd is greater than the count threshold Cfr2 (S42: YES), the fail flag XFMG is set to 1 (S43). The initial value of the fail flag XFMG is 0. If the fail flag XFMG is 1, the monitoring unit 70 transmits a fail-safe signal Sfs to the MG control unit 60. Then, this series of processes is temporarily terminated.

[0078] Furthermore, if it is determined in step S40 that the target torque Tv after the gradual change process is not equal to or less than the deceleration abnormality threshold Tdec (S40: NO), the fail counter Cfd is set to 0 (S44). Then, this series of processes is temporarily terminated. Furthermore, if it is determined in step S42 that the fail counter Cfd is not greater than the count threshold Cfr2 (S42: NO), this series of processes is temporarily terminated.

[0079] 14 is a flowchart showing the procedure of the fail-safe process. This series of processes is repeatedly executed by the MG control unit 60 at a predetermined interval (for example, every 10 ms).

[0080] First, it is determined whether the fail flag XFMG = 1 (S60). Specifically, it is determined whether a fail-safe signal Sfs has been received from the monitoring unit 70. If it is determined that the fail flag XFMG = 1 (S60: YES), zero torque control is executed (S61). The zero torque control is a control that is executed when the torque generated by the rotating electric machine 20 is controllable even if the fail flag XFMG = 1, and is a control that gradually approaches the torque generated by the rotating electric machine 20 to zero.

[0081] Next, it is determined whether a microcomputer abnormality or a storage battery overcharge abnormality has occurred (S62). A microcomputer abnormality is, for example, an abnormality in which the torque generated by the rotating electrical machine 20 becomes uncontrollable by the control device 100. A storage battery overcharge abnormality is an abnormality in which the storage battery 31 is overcharged. If it is determined in this determination that a microcomputer abnormality or a storage battery overcharge abnormality has occurred (S62: YES), the system main relay SMR is turned OFF (S63). The system main relay SMR (not shown) is a relay that switches between supplying and cutting off power from the storage battery 31 to the system.

[0082] If it is determined in step S60 that the fail flag XFMG is not 1 (S60: NO), or if the determination in step S62 is negative (S62: NO), this series of processes is temporarily terminated.

[0083] The present embodiment described above in detail has the following advantages.

[0084] The vehicle control unit 50 calculates the target torque Tv, including the regenerative torque Tks (calculated by the brake ECU 80 based on the brake operation amount Bp) resulting from regenerative power generation by the rotary electric machine 20, based on the accelerator operation amount Acc of the accelerator pedal 11 and the operation state of the brake pedal 12. Therefore, the target torque Tv increases (toward vehicle acceleration) as the accelerator operation amount Acc of the accelerator pedal 11 increases, and the target torque Tv decreases (toward vehicle deceleration due to regenerative power generation) when the brake pedal 12 is operated. The monitor torque calculation unit 70a calculates a monitor torque Tvr used to monitor the target torque Tv based on the accelerator operation amount Acc of the accelerator pedal 11 and the operation state of the brake pedal 12. Therefore, the monitor torque Tvr is calculated in the same way as the target torque Tv. The abnormality detection unit 70b detects an acceleration hazard abnormality when the target torque Tv calculated by the vehicle control unit 50 is greater than the monitor torque Tvr calculated by the monitor torque calculation unit 70a by more than a predetermined degree (ΔT>α). Therefore, for example, an acceleration hazard abnormality can be detected when an abnormality occurs in the vehicle control unit 50 and the target torque Tv becomes larger than intended by the driver of the vehicle 10. Note that the target torque Tv may also become larger than intended by the driver of the vehicle 10 due to a malfunction, disconnection, or short circuit in the accelerator sensor 40, the vehicle speed sensor 41, the driving mode switch 43, etc.

[0085] The detection disabling unit 70c disables the detection of an acceleration hazard abnormality by the abnormality detection unit 70b when the target torque Tv is equal to or less than the mask threshold Tmsk. This prevents erroneous detection of an acceleration hazard abnormality when the target torque Tv is equal to or less than the mask threshold Tmsk and there is no need to detect an acceleration hazard abnormality.

[0086] The detection disabling unit 70c sets the mask thresholds Tmsk2 and Tmsk3 when the brake pedal 12 is not operated to be greater than the mask threshold Tmsk1 when the brake pedal 12 is operated. This makes it easier to set the mask threshold Tmsk appropriately depending on whether the brake pedal 12 is being operated. Therefore, when regenerative power generation is being performed by the rotating electric machine 20, it is possible to suppress erroneous detection of an acceleration hazard abnormality (control abnormality) and also suppress missed detection of an acceleration hazard abnormality.

[0087] The detection disabling unit 70c sets the mask threshold Tmsk3 when the one-pedal mode is not being executed to be greater than the mask threshold Tmsk2 when the one-pedal mode is being executed. This makes it easier to set the mask threshold Tmsk appropriately depending on whether the one-pedal mode is being executed. Therefore, when the one-pedal mode is executable, it is possible to suppress erroneous detection of an acceleration hazard abnormality and also suppress missed detection of an acceleration hazard abnormality.

[0088] The detection invalidation unit 70c sets the mask thresholds Tmsk1, Tmsk2, and Tmsk3 based on the minimum values ​​Tb1, Tb2, and Tb3 of the regenerative torque Tks, which are set depending on the operation state of the brake pedal 12 and whether or not the one-pedal mode is being executed. Therefore, it becomes easier to set the mask thresholds Tmsk appropriately in accordance with changes in the regenerative torque Tks.

[0089] The abnormality detection unit 70b detects a deceleration hazard abnormality when the target torque Tv calculated by the vehicle control unit 50 is equal to or less than the deceleration abnormality threshold. Therefore, for example, if an abnormality occurs in the vehicle control unit 50 and the target torque Tv becomes smaller than intended by the driver of the vehicle 10, the deceleration hazard abnormality can be detected.

[0090] The abnormality detection unit 70b sets the deceleration abnormality threshold value Tdec1 when the brake pedal 12 is operated to be smaller than the deceleration abnormality threshold values ​​Tdec2 and Tdec3 when the brake pedal 12 is not operated. This makes it easier to set the deceleration abnormality threshold value Tdec just right depending on whether the brake pedal 12 is being operated. Therefore, when detecting a deceleration hazard abnormality, it is possible to suppress false detection of a deceleration hazard abnormality (control abnormality) and also suppress missed detection of a deceleration hazard abnormality.

[0091] The abnormality detection unit 70b sets the deceleration abnormality threshold Tdec2 when the one-pedal mode is being executed to be smaller than the deceleration abnormality threshold Tdec3 when the one-pedal mode is not being executed. This makes it easier to set the deceleration abnormality threshold Tdec just right depending on whether the one-pedal mode is being executed. Therefore, when the one-pedal mode can be executed, it is possible to suppress erroneous detection of a deceleration hazard abnormality (control abnormality) and also suppress missed detection of a deceleration hazard abnormality.

[0092] The abnormality detection unit 70b sets the deceleration abnormality threshold Tdec depending on the operation state of the brake pedal 12 and whether or not the one-pedal mode is being executed. Therefore, it becomes easier to set the deceleration abnormality threshold Tdec just right depending on the change in the regenerative torque Tks.

[0093] The above embodiment can be modified as follows: The same parts as those in the above embodiment are denoted by the same reference numerals and the description thereof will be omitted.

[0094] The process of S30 in Fig. 11 and the process of S50 in Fig. 13 may be changed to a process of determining whether the brake operation amount Bp detected by the brake sensor 45 is greater than an operation amount threshold Bpr. The operation amount threshold Bpr is an operation amount that allows determination of whether the brake pedal 12 is being depressed.

[0095] The abnormality detection unit 70b can also determine that the target torque Tv is greater than the monitor torque Tvr by more than a predetermined amount based on the ratio between the target torque Tv and the monitor torque Tvr.

[0096] The detection invalidation unit 70c may set the mask threshold Tmsk based only on the operation state of the brake pedal 12 or based only on whether or not the one-pedal mode is being executed.

[0097] The abnormality detection unit 70b can set the deceleration abnormality threshold Tdec based only on the operation state of the brake pedal 12 or based only on whether the one-pedal mode is being executed. Also, the deceleration abnormality threshold Tdec can be set to a constant value regardless of the operation state of the brake pedal 12 and whether the one-pedal mode is being executed.

[0098] ・One-pedal mode can also be omitted.

[0099] 10, if it is determined that the target torque Tv after the gradual change processing is not greater than the mask threshold Tmsk (S22: NO), the fail-safe signal Sfs may not be transmitted even if the fail flag XFMG is 1. In other words, when the target torque Tv is equal to or less than the mask threshold Tmsk, the detection result of the acceleration hazard abnormality may be ignored as a mode of invalidating the detection of the acceleration hazard abnormality by the abnormality detection unit 70b.

[0100] - Instead of receiving the regenerative torque Tks from the brake ECU 80, the vehicle control unit 50 and the monitored torque calculation unit 70a can also calculate the regenerative torque Tks as the target torque Tv and the monitored torque Tvr based on the brake operation amount Bp detected by the brake sensor 45.

[0101] The gradual change process for the target torque and the monitored torque may be omitted.

[0102] The control device 100 and the method described herein may be implemented by a special-purpose computer configured by configuring a processor and memory programmed to execute one or more functions (instructions) embodied in a computer program. Alternatively, the control device 100 and the method described herein may be implemented by a special-purpose computer configured by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control device 100 and the method described herein may be implemented by one or more special-purpose computers configured by combining a processor and memory programmed to execute one or more functions with a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

[0103] The above-described embodiment and modifications may be combined within the scope of possible combinations.

[0104] Although the present disclosure has been described with reference to the embodiments, it is understood that the present disclosure is not limited to the embodiments or structures. The present disclosure also encompasses various modifications and equivalent modifications. In addition, various combinations and forms, including only one element, more than one element, or less than one element, are also within the scope and spirit of the present disclosure.

Claims

1. A control device (100) for a rotating electric machine applied to a vehicle (10) including an accelerator operation member (11), a brake operation member (12), and a rotating electric machine (20) capable of transmitting power to driving wheels (24), comprising: a target torque calculation unit (50) that calculates a target torque including a regenerative torque due to regenerative power generation of the rotating electric machine based on an operation amount of the accelerator operation member and an operation state of the brake operation member; a monitor torque calculation unit (70a) that calculates a monitor torque used for monitoring the target torque based on an operation amount of the accelerator operation member and an operation state of the brake operation member; an abnormality detection unit (70b) that detects an acceleration abnormality when the target torque calculated by the target torque calculation unit is greater than the monitor torque calculated by the monitor torque calculation unit by more than a predetermined degree; and a detection invalidation unit (70c) that invalidates detection of the acceleration abnormality by the abnormality detection unit when the target torque is equal to or less than a mask threshold, and sets the mask threshold when the brake operation member is not operated to be greater than the mask threshold when the brake operation member is operated; A control device for a rotating electric machine comprising:

2. A control device for a rotating electric machine as described in claim 1, wherein the vehicle is capable of executing a one-pedal mode in which the vehicle accelerates and decelerates based on operation of the accelerator operating member, the target torque calculation unit further calculates the target torque including the regenerative torque based on whether or not the one-pedal mode is being executed, and the detection invalidation unit sets the mask threshold when the one-pedal mode is not being executed to be greater than the mask threshold when the one-pedal mode is being executed.

3. A control device for a rotating electric machine as described in claim 2, wherein the detection invalidation unit sets the mask threshold value based on the regenerative torque that is set according to the operation state of the brake operating member and whether or not the one-pedal mode is being executed.

4. A control device for a rotating electric machine as described in any one of claims 1 to 3, wherein the abnormality detection unit detects a deceleration abnormality when the target torque calculated by the target torque calculation unit is equal to or lower than a deceleration abnormality threshold, and sets the deceleration abnormality threshold when the brake operation member is operated to be smaller than the deceleration abnormality threshold when the brake operation member is not operated.

5. A control device for a rotating electric machine as described in claim 4, wherein the vehicle is capable of executing a one-pedal mode in which the vehicle accelerates and decelerates based on operation of the accelerator operating member, the target torque calculation unit further calculates the target torque including the regenerative torque based on whether or not the one-pedal mode is being executed, and the abnormality detection unit sets the deceleration abnormality threshold when the one-pedal mode is being executed to be smaller than the deceleration abnormality threshold when the one-pedal mode is not being executed.

6. A control device for a rotating electric machine as described in claim 5, wherein the abnormality detection unit sets the deceleration abnormality threshold value depending on the operation state of the brake operating member and whether or not the one-pedal mode is being executed.

7. A control program applicable to a vehicle equipped with an accelerator operation member, a brake operation member, and a rotating electric machine capable of transmitting power to drive wheels, the control program causing a computer to execute the following processes: calculating a target torque including a regenerative torque resulting from regenerative power generation of the rotating electric machine based on the operation amount of the accelerator operation member and the operation state of the brake operation member; calculating a monitor torque used for monitoring the target torque based on the operation amount of the accelerator operation member and the operation state of the brake operation member; detecting an acceleration abnormality when the calculated target torque is greater than the calculated monitor torque by more than a predetermined degree; and disabling the detection of the acceleration abnormality when the target torque is equal to or less than a mask threshold, and setting the mask threshold when the brake operation member is not operated to be greater than the mask threshold when the brake operation member is operated.

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