JP2016158451A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow proper escape travel in a case where a shift position cannot be recognized due to communication abnormality or the like.SOLUTION: In a case where a communication abnormality occurs between a hybrid electronic control device and a shifting electronic control device, firstly, a shift position is set by executing an abnormal time shift operation process for setting a shift position (S100), then, it is determined where a motor is in a locked state or not on and after an accelerator-on at which an accelerator pedal exceeds a threshold value (S130), and in a case the motor is not in the lock state, travel is continued (S150), and when a motor MG2 is in the lock state, travelling is prohibited for ready off ( system off)(S160). As a result, even in a case where a shift position cannot be recognized due to communication abnormality, an escape travel can be made more properly while a case in which an escape travel cannot be made is coped with.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an electric vehicle, and more specifically, to a shift control unit that sets a shift position in response to an operator's shift operation, a shift position received through communication with the shift control unit, and an operator's accelerator operation. The present invention relates to an electric vehicle provided with drive control means for drivingly controlling a driving motor based on the drive control means.

  Conventionally, in this type of electric vehicle, the driving force changing means for changing the driving force of the vehicle is different from the first route as the communication route in which the detection result of the control state detecting means indicating the abnormal state of the shift-by-wire control system is different. When receiving via one of the two paths, one that executes driving force suppression control that reduces the driving force of the vehicle with respect to the normal time has been proposed (for example, see Patent Document 1). In this vehicle, when an abnormality is received via one of the first route and the second route having different communication routes, the driving force suppression control is executed without waiting for the abnormality to be received via both receptions. Thus, the driving force suppression control as fail-safe processing is executed at an early stage.

JP 2009-281578 A

  However, in the above-described electric vehicle, the shift position cannot be recognized when an abnormality is received via one of the first route and the second route having different communication routes. It cannot be determined whether the driver wants to travel in the forward direction or the reverse direction. For this reason, the retreat traveling in the traveling direction intended by the driver cannot be performed. There are various methods for retreating by checking the direction of travel intended by the driver in order to deal with such problems, but in the case of a vehicle that is powered off and parked locked in the event of an abnormality, confirm the direction of travel intended by the driver. Even if the vehicle is able to travel, it may not be possible to check whether the parking lock is released or not at that time. In this case, a current flows through the traveling motor in accordance with the driver's accelerator operation, but the motor is locked by the parking lock, and the motor and the inverter element may be overheated or damaged.

  The main object of the electric vehicle of the present invention is to make it possible to retreat more appropriately when the shift position cannot be recognized due to a communication abnormality or the like.

  The electric vehicle of the present invention employs the following means in order to achieve the main object described above.

The electric vehicle of the present invention is
A motor that inputs and outputs driving power;
Shift control means for setting a shift position in response to an operator's shift operation;
Drive control means for driving and controlling the motor based on the shift position received through communication with the shift control means and the accelerator operation of the operator;
In an electric vehicle comprising:
The drive control means is in a state in which an abnormality occurs in communication with the shift control means and the vehicle is stopped, and the motor is in a locked state when starting after a predetermined abnormality shift operation is performed by an operator. If it is determined that the motor is in a locked state, the travel is continued.
It is characterized by that.

  In the electric vehicle according to the present invention, when an abnormality occurs in the communication with the shift control means for setting the shift position with respect to the shift operation of the operator and the vehicle is stopped, the operator performs a predetermined shift operation at the time of abnormality. Prompt. Here, the “predetermined shift operation at the time of abnormality” is performed by notifying an abnormality in which the shift position cannot be recognized by a display device, a speaker, or the like, and urging a predetermined operation different from the normal shift operation according to the notification. be able to. For example, the display device and the switch may be used to allow the operator to select one of the forward shift and the reverse shift without a shift operation. Specifically, it can be assumed that an abnormality is displayed on a display screen such as a meter, a forward shift switch and a reverse shift switch are displayed, and the operator is prompted to touch any one of them. . When a predetermined shift operation at the time of abnormality is performed by the operator, it is determined whether or not the traveling motor is in a locked state at the subsequent start. Whether or not the motor is in the locked state is determined, for example, by determining that the motor is not in the locked state when the lock current flowing through the motor is less than a predetermined value when the motor is not rotationally driven. The thing which determines with the motor being in a locked state when it is more than a predetermined value can be mentioned. When it is determined that the traveling motor is not in the locked state, the traveling is continued, and when it is determined that the motor is in the locked state, the traveling is prohibited. That is, when it is determined that the motor is in the locked state, for example, the parking lock is not released, the motor is in the locked state, or the motor is in the locked state for some reason other than the parking lock is released. When the motor is driven according to the accelerator operation by the operator, the motor and the elements constituting the drive circuit for driving the motor may be overheated. In order to avoid such inconvenience, traveling is prohibited when it is determined that the motor is in the locked state. As a result, even when the shift position cannot be recognized due to a communication abnormality or the like, the retreat travel can be performed more appropriately. The system may be turned off when traveling is prohibited.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 7 is a flowchart showing an example of shift position insensitive control executed by the HVECU 70 when an abnormality occurs in communication between the HVECU 70 and the shift ECU 74. It is explanatory drawing which shows the mode of the time change of a state when communication abnormality with HVECU70 and shift ECU74 arises.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a high voltage battery 50, a system main relay 56, and a low voltage battery 90. , A DC / DC converter 92, a shift electronic control unit (hereinafter referred to as “shift ECU”) 74, a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70, and a display device 89.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Examples of signals from various sensors include the following. A crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22. The throttle opening TH from the throttle valve position sensor that detects the throttle valve position. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of the various control signals include the following. Drive control signal to the throttle motor that adjusts the throttle valve position. Drive control signal to the fuel injection valve. Drive control signal to the ignition coil integrated with the igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 by a drive command from the HVECU 70. Further, the engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motors MG1 and MG2 are configured as synchronous generator motors, for example. As described above, the motor MG1 has a rotor connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor. The motor MG2 has a rotor connected to the drive shaft 36. The inverters 41 and 42 are configured as known inverter circuits that drive the motors MG1 and MG2. The inverters 41 and 42 are connected to the high voltage battery 50 by a high voltage system power line 54a. A smoothing capacitor 68 is connected to the high voltage system power line 54a. Motors MG1 and MG2 are rotationally driven by HVECU 70 by switching control of a plurality of switching elements (not shown) of inverters 41 and 42.

  The high voltage battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery. As described above, the high voltage battery 50 is connected to the inverters 41 and 42 by the high voltage system power line 54a. The high voltage battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  The system main relay 56 is provided on the high voltage battery 50 side of the high voltage system power line 54 a with respect to the capacitor 68 and the DC / DC converter 92, and connects and connects the inverters 41, 42 and the high voltage battery 50. Release.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the high voltage battery 50 are input to the battery ECU 52 via the input port. Examples of signals from various sensors include the following. The battery voltage Vb from the voltage sensor 51a installed between the terminals of the high voltage battery 50. The battery current Ib from the current sensor 51b attached to the output terminal of the high voltage battery 50. The battery temperature Tb from the temperature sensor 51c attached to the high voltage battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data relating to the state of the high voltage battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is the ratio of the capacity of power that can be discharged from the high voltage battery 50 to the total capacity of the high voltage battery 50. Further, the battery ECU 52 calculates the input / output limits Win, Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input / output limits Win and Wout are the maximum allowable power that may charge / discharge the high voltage battery 50.

  The low voltage battery 90 is configured as a lead storage battery, for example, and is connected to the low voltage system power line 54b. The DC / DC converter 92 is connected to the inverters 41 and 42 with respect to the system main relay 56 of the high voltage system power line 54a, and is also connected to the low voltage system power line 54b. The DC / DC converter 92 is controlled by the HVECU 70 to step down the power of the high voltage system power line 54a and supply it to the low voltage system power line 54b, or boost the power of the low voltage system power line 54b. To the high voltage system power line 54a. Note that the engine ECU 24 and the HVECU 70 operate by receiving power supplied from the low voltage battery 90.

  Although not shown, the shift ECU 74 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . A shift position SP from a shift position sensor 76 that detects an operation position of the shift lever 75 is input to the shift ECU 74 via an input port. The shift ECU 74 sets a travel position (D range), a reverse position (R range), a parking position (P range), a neutral position (N range), and the like as shift positions based on the shift position SP, and transmits them to the HVECU 70. To do.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following. Rotation positions θm1 and θm2 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. Phase currents I1u, I1v, I2u, I2v from current sensors 41u, 41v, 42u, 42v that detect currents flowing in the phases of the motors MG1, MG2. An ignition signal from the ignition switch 80. Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85. Vehicle speed V from the vehicle speed sensor 88. An input control signal from the display device 89. Various control signals are output from the HVECU 70 via the output port. Examples of the various control signals include the following. A switching control signal to a switching element (not shown) of the inverters 41 and 42. Drive control signal to the system main relay 56. A drive control signal to the DC / DC converter 92. Display control signal to the display device 89. As described above, the HVECU 70 is connected to the engine ECU 24 and the battery ECU 52 via a communication port. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the battery ECU 52, and the shift ECU 74. The HVECU 70 calculates the phase currents I1w and I2w based on the phase currents I1u, I1v, I2u, and I2v from the current sensors 41u, 41v, 42u, and 42v, and the motors MG1 and MG1 from the rotational position detection sensors 43 and 44, respectively. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions θm1 and θm2 of the rotor of MG2. The display device 89 is configured as a known touch panel.

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels in a travel mode such as a hybrid travel mode (HV travel mode) or an electric travel mode (EV travel mode). The HV traveling mode is a traveling mode in which traveling is performed with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV traveling mode is a traveling mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

  When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). ) Set the required torque Tr *. Subsequently, the set power demand Tr * is multiplied by the rotational speed Nr of the drive shaft 36 to calculate the travel power Pdrv * required for travel. Here, as the rotational speed Nr of the drive shaft 36, the rotational speed Nm2 of the motor MG2 and the rotational speed obtained by multiplying the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is set by subtracting the charge / discharge required power Pb * of the high voltage battery 50 (a positive value when discharging from the high voltage battery 50) from the calculated traveling power Pdrv *. To do. Next, the engine 22 is output as a drive command so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the high voltage battery 50. Target torque Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2. Then, switching control of the switching elements of the inverters 41 and 42 is performed so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set to the engine ECU 24. Send to. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22 as a drive command, the engine ECU 24 operates the engine 22 based on the received target rotational speed Ne * and the target torque Te *. 22 intake air amount control, fuel injection control, ignition control, and the like are performed. During traveling in the HV traveling mode, when the required power Pe * reaches a stop threshold value Pstop or less, it is determined that the engine 22 stopping condition is satisfied, and the engine 22 is stopped to operate in the EV traveling mode. Transition to driving.

  When traveling in the EV traveling mode, the HVECU 70 first sets the required torque Tr * as in the HV traveling mode. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the high voltage battery 50. Then, switching control of the switching elements of the inverters 41 and 42 is performed so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. When traveling in the EV traveling mode, the required power Pe * is calculated in the same manner as in the HV traveling mode, and when the required power Pe * reaches a starting threshold value Pstart that is larger than the stopping threshold value Pstop or the like, the engine 22 Is determined to be satisfied, the engine 22 is started, and the vehicle proceeds to traveling in the HV traveling mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when communication abnormality between the HVECU 70 and the shift ECU 74 occurs will be described. FIG. 2 is a flowchart illustrating an example of the shift position insensitive control executed by the HVECU 70 when an abnormality occurs in communication between the HVECU 70 and the shift ECU 74.

  When the shift position insensitive control is executed, the HVECU 70 first sets the shift position by executing an abnormal time shift operation process for setting the shift position when communication abnormality occurs between the HVECU 70 and the shift ECU 74. (Step S100). The abnormal time shift operation process can be performed using, for example, a display device 89 configured as a touch panel. In this case, first, the display device 89 “cannot recognize the shift position. Select and press either forward (D range) or back (R range) as shown below. The selected shift position stops the system. The message “cannot be changed until” is displayed, and “forward” and “back” buttons (switches) are displayed below this message. In this way, the display prompts the operator to select a shift position. When the operator touches any button (switch) of “forward” or “back”, a shift position corresponding to the touched button (switch) is set. If the shift position is set in this way, the shift position is fixed until the system associated with the set shift position is turned off (for example, “The shift position cannot be changed until the system is turned off”). Message) is displayed on the display device 89 (step S110).

  Subsequently, the operator waits for the accelerator pedal 83 to be operated by the operator based on the accelerator opening Acc from the accelerator pedal position sensor 84 (step S120), and the accelerator opening Acc exceeds the threshold value for determining that the accelerator is on. Then, the lock determination process for the motor MG2 is performed (step S130), and it is determined whether or not the motor MG2 is in the locked state (step S140). The motor lock determination process can be performed based on, for example, the rotational speed Nm2 of the motor MG2 and the phase currents I2u, I2v, I2w applied to the motor MG2. In this case, the absolute value of the rotational speed Nm2 of the motor MG2 is less than the rotational speed threshold value near 0, and the absolute value of any of the phase currents I2u, I2v, I2w applied to the motor MG2 is greater than or equal to the current threshold value. It can be determined that the motor MG2 is in the locked state when the operation is continued. On the other hand, when the rotational speed Nm2 of the motor MG2 increases or the absolute value of any of the phase currents I2u, I2v, I2w applied to the motor MG2 changes below the current threshold, it is determined that the motor MG2 is not in the locked state. can do.

  When it is determined that the motor MG2 is not in the locked state, the traveling for the evacuation traveling is continued (step S150), and this control is terminated. In this case, the traveling with the shift position fixed is continued until the operator stops and turns off the ignition switch 80. On the other hand, when it is determined that the motor MG2 is in the locked state, the parking lock is actuated when a communication abnormality occurs between the HVECU 70 and the shift ECU 74, and the parking lock is not released by the subsequent shift operation process at the time of abnormality. Otherwise, it is determined that the motor MG2 is locked for other reasons, the running is prohibited (step S160), and this control is terminated. In this case, it is ready-off (system off).

  FIG. 3 shows the system (ready) state, parking lock state, drive torque, motor rotation speed (rotation speed Nm2 of motor MG2), motor current (motor MG2 of motor MG2) when communication abnormality occurs between HVECU 70 and shift ECU 74. An example of temporal changes in the phase currents I2u, I2v, and I2w) and the inverter temperature (the temperatures of the inverters 41 and 42) is shown. In the drawing, the solid line shows a state when the motor MG2 is in a locked state because the parking lock is not released, and the broken line shows a state when the motor MG2 is not in a locked state because the parking lock is released. First, a normal case indicated by a broken line, that is, a case where the parking lock is released will be described. Communication abnormality occurs between the HVECU 70 and the shift ECU 74, and then the system is ready-on (system on) at a time t1 when the shift position insensitive control is started. The parking lock is turned on when a communication abnormality occurs between the HVECU 70 and the shift ECU 74, but the parking lock is not released at the time t1 when the control when the shift position is not known is started because the shift position is not yet set. . The parking lock is released at time t2 immediately after the shift position is set by the shift operation process at the time of abnormality. Thereafter, the operation of the accelerator pedal 83 by the operator is started at time t3 when the accelerator opening degree Acc exceeds the threshold, and at time t4, it is determined that the motor MG2 is not in the locked state by the lock determination of the motor MG2. Will continue. In this case, the drive torque increases according to the amount of depression of the accelerator pedal 83 by the operator, and the rotation speed Nm2 of the motor MG2 increases as the vehicle travels. The phase currents I2u, I2v, I2w of the motor MG2 have a magnitude corresponding to the driving torque. The temperatures of the inverters 41 and 42 change within a proper range associated with driving. On the other hand, if the parking lock is not released for some reason (indicated by the solid line) at time t2 immediately after the shift position is set, the accelerator opening Acc exceeds the threshold value due to the operation of the accelerator pedal 83 by the operator due to the parking lock. Even after the time t3, the rotation speed Nm2 of the motor MG2 is kept near the value 0. For this reason, since a relatively large current (a large current as an absolute value) flows in any of the phase currents I2u, I2v, and I2w of the motor MG2, the motor MG2 is in the locked state at the time t4 by the lock determination of the motor MG2. It is judged and traveling is prohibited, and as a result, it is set to ready-off (system-off). In addition, the time change when not ready-off at time t4 is shown for the drive torque, motor rotation speed, motor current, and inverter temperature in FIG.

  In the hybrid vehicle 20 of the embodiment described above, when a communication abnormality occurs between the HVECU 70 and the shift ECU 74, an abnormal shift operation process for setting the shift position is executed to set the shift position. Then, it is determined whether or not the motor MG2 is in the locked state after the accelerator is turned on when the accelerator pedal 83 exceeds the threshold value. If the motor MG2 is not in the locked state, the running is continued, and the motor MG2 is in the locked state. In some cases, running is prohibited and the system is ready off (system off). As a result, even when the shift position cannot be recognized due to an abnormality in communication between the HVECU 70 and the shift ECU 74, it is possible to evacuate more appropriately and cope with the evacuation.

  In the hybrid vehicle 20 of the example, the shift position is set using the display device 89 configured as a touch panel for the shift operation process at the time of abnormality. However, in addition to the notification by the display device 89 and buttons, the shift position is set using various notifications and switches, for example, notification from a speaker, notification by an instrument panel such as another switch or speedometer, and other switches. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the motor lock determination process is performed based on the rotational speed Nm2 of the motor MG2 and the phase currents I2u, I2v, I2w applied to the motor MG2. However, the locked state may be determined by various methods such as determining the locked state of the motor MG2 when the rotation speed Nm2 of the motor MG2 is near 0 and the temperature of the inverters 41 and 42 reaches or exceeds the temperature threshold. .

  In the hybrid vehicle 20 of the embodiment, when the motor MG2 is in the locked state, the travel is prohibited and ready off (system off). However, when the motor MG2 is in the locked state, the travel is prohibited only by prohibiting the travel. It is also possible not to turn off.

  In the embodiment, the present invention is applied to the hybrid vehicle 20 in which the engine 22, the motor MG1, and the motor MG2 are connected to the three rotating elements of the planetary gear 30. However, any vehicle capable of motor driving may be used. For example, the present invention can be applied to a series hybrid vehicle, an electric vehicle not equipped with an engine, or a fuel cell equipped with a fuel cell. It may be applied to automobiles.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to “motor”, the shift electronic control unit (shift ECU) 74 corresponds to “shift control means”, and the hybrid electronic control unit (HVECU) 70 corresponds to “drive control means”. It corresponds to.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of electric vehicles.

  20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 41, 42 inverter , 41u, 41v, 42u, 42v current sensor, 43, 44 rotational position detection sensor, 50 high voltage battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54a high voltage System power line, 54b low voltage system power line, 56 system main relay, 68 capacitor, 70 hybrid electronic control unit (HVECU), 74 shift electronic control unit (shift ECU), 75 shift lever, 76 shift position sensor, 80 ignition switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 display device, 90 low voltage battery, 92 DC / DC Converter, MG1, MG2 motor.

Claims (1)

A motor that inputs and outputs driving power;
Shift control means for setting a shift position in response to an operator's shift operation;
Drive control means for driving and controlling the motor based on the shift position received through communication with the shift control means and the accelerator operation of the operator;
In an electric vehicle comprising:
The drive control means is in a state in which an abnormality occurs in communication with the shift control means and the vehicle is stopped, and the motor is in a locked state when starting after a predetermined abnormality shift operation is performed by an operator. If it is determined that the motor is in a locked state, the travel is continued.
The electric vehicle characterized by the above-mentioned.

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