Patent Publication Number: US-2023159040-A1

Title: Control device for mobile body

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is the U.S. bypass application of International Application No. PCT/JP2021/022476, filed on Jun. 14, 2021 which designated the U.S. and claims priority to Japanese Patent Application No. 2020-119784, filed on Jul. 13, 2020, the contents of both of which are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates to a control device for mobile bodies. 
     BACKGROUND 
     JP 2007-28733 A describes a conventional vehicle. The vehicle includes, as power sources for the travel thereof, a first motor generator and a second motor generator. In addition, the vehicle includes a first inverter device and a first ECU for driving the first motor generator and a second inverter device and a second ECU for driving the second motor generator. In response to detection of an abnormality in, for example, the first inverter device, the vehicle causes the first motor generator to stop and drives the second motor generator, thereby performing evaluation driving. 
     SUMMARY 
     A control device according to an aspect of the present disclosure is a control device installable in a mobile body movable based on a power outputted from each of a plurality of motor sections, the control device including: a plurality of motor controllers configured to separately control the plurality of respective motor sections; and a plurality of monitoring sections configured to separately monitor presence or absence of an abnormality in the plurality of respective motor controllers. In response to either one of the plurality of monitoring sections detecting the abnormality in the motor controller, the abnormal one of the motor controllers is caused to stop controlling the motor section while the normal one of the motor controllers where no abnormality is detected is caused to continue to control the motor section. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above features of the present disclosure will be made clearer by the following detailed description, given referring to the appended drawings. In the accompanying drawings: 
         FIG.  1    is a block diagram illustrating a schematic configuration of a vehicle of an embodiment; 
         FIG.  2    is a block diagram illustrating a schematic configuration of a control device of the vehicle of the embodiment; 
         FIG.  3    is a block diagram illustrating a procedure of control of the control device of the embodiment; 
         FIG.  4    is a flowchart illustrating a part of a procedure of a process to be performed by the control device of the embodiment; 
         FIG.  5    is a flowchart illustrating a part of the procedure of the process to be performed by the control device of the embodiment; 
         FIGS.  6 (A)  to (G) are timing charts illustrating transitions of a first distribution torque calculation value T 411 , a filtered first distribution torque calculation value T 411   f , a first distribution torque command value T 41 *, a second distribution torque calculation value T 421 , a filtered second distribution torque calculation value T 421   f , a second distribution torque command value T 42 *, and an output torque Tm of a motor generator calculated by the control device of the embodiment; 
         FIGS.  7 (A)  to (F) are timing charts illustrating transitions of a pressing amount AP of an accelerator pedal, an operation position of a brake pedal, an output torque of a first motor coil, an output torque from a second motor coil, an output torque of the motor generator, and a braking force of a braking device in the vehicle of the embodiment; and 
         FIGS.  8 (A)  to (F) are timing charts illustrating transitions of the pressing amount AP of the accelerator pedal, the operation position of the brake pedal, the output torque of the first motor coil, the output torque of the second motor coil, the output torque of the motor generator, and the braking force of the braking device in the vehicle of the embodiment. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     A vehicle as described in JP 2007-28733 A would suffer an abnormality occurring in either a first ECU or a second ECU. Examples of a method of detecting an abnormality in an ECU include a method including comparing calculation results of two ECUs with each other, i.e., detecting an abnormality by mutual monitoring. However, although allowing detection of occurrence of an abnormality in either one of two ECUs, application of mutual monitoring does not allow identification of the ECU having the abnormality. In other words, information indicating that calculation results of the ECUs are different from each other is not sufficient to determine which one of the calculation results of the ECUs is erroneous, so that it is not possible to identify which one of the two ECUs has the abnormality. Accordingly, in a case where an abnormality occurs in either one of the two ECUs, two motor generators inevitably need to be stopped, which leads to concern that evacuation travel fails to be performed. 
     Thus, it is the fact that even though a conventional control device for vehicles includes controllers such as ECUs in the form of a double system, it fails to cause a vehicle to keep on traveling if an abnormality occurs in either one of the two controllers. 
     It should be noted that such a problem is not unique to vehicles but is a common problem for mobile bodies that are movable based on the power of a motor. 
     An object of the present disclosure is to provide a control device for mobile bodies that enables a mobile body to keep on moving even in a case where an abnormality occurs in either one of a plurality of motor controllers. 
     A control device according to an aspect of the present disclosure is a control device installable in a mobile body movable based on a power outputted from each of a plurality of motor sections, the control device including: a plurality of motor controllers configured to separately control the plurality of respective motor sections; and a plurality of monitoring sections configured to separately monitor presence or absence of an abnormality in the plurality of respective motor controllers. In response to either one of the plurality of monitoring sections detecting the abnormality in the motor controller, the abnormal one of the motor controllers is caused to stop controlling the motor section while the normal one of the motor controllers where no abnormality is detected is caused to continue to control the motor section. 
     By virtue of this configuration, a plurality of monitoring sections separately monitor a plurality of motor controllers, which enables, if an abnormality occurs in any one of the plurality of motor controllers, the abnormality to be detected by the monitoring section corresponding to the motor controller where the abnormality occurs. Therefore, the motor controller where the abnormality occurs can be identified based on which one of the plurality of monitoring sections detects the abnormality. In addition, by virtue of the above-described configuration, the abnormal motor controller stops controlling a motor section while the normal motor controller continues to control a motor section, which enables a movement of the mobile body to be continued even if an abnormality occurs in any one of the plurality of controllers. 
     Description will be made below on an embodiment of a control device for vehicles with reference to the drawings. For the purpose of facilitating an understanding of the description, like reference numerals are attached to the same components in the drawing as much as possible and a redundant description is omitted. 
     First, description will be made on a schematic configuration of a vehicle to be equipped with a control device of the present embodiment. 
     A vehicle  10  of the present embodiment illustrated in  FIG.  1    is a so-called electric vehicle that travels with use of a motor generator  31  as a power source. In the present embodiment, the vehicle  10  corresponds to a mobile body and the travel of the vehicle  10  corresponds to the movement of the mobile body. As illustrated in  FIG.  1   , the vehicle  10  includes a steering device  20 , a power system  30 , and braking devices  41  to  44 . 
     The steering device  20  has a so-called steer-by-wire configuration, in which a steering wheel  21  to be operated by a driver is not mechanically connected to wheels  11 ,  12 . The steering device  20  includes a steering angle sensor  22  and a turning device  23 . The steering angle sensor  22  detects a rotation angle of the steering wheel  21 , or steering angle. The turning device  23  changes respective turning angles of the right front wheel  11  and the left front wheel  12  based on the steering angle detected by the steering angle sensor  22 . 
     The power system  30  includes a motor generator (MG: Motor Generator)  31 , an inverter device  32 , a battery  33 , and a differential gear  34 . 
     The motor generator  31  includes a first motor coil  311  and a second motor coil  312 , which are independent of each other. The first motor coil  311  and the second motor coil  312  both apply torque to an output shaft  310  of the motor generator  31  based on energization. In the motor generator  31 , torque can be applied to the output shaft  310  by energizing either one of the first motor coil  311  and the second motor coil  312 . A total value of the torque applied to the output shaft  310  from the first motor coil  311  and the torque applied to the output shaft  310  from the second motor coil  312  is the output torque of the motor generator  31 . In the present embodiment, the motor coils  311 ,  312  correspond to a motor section. 
     The motor generator  31  operates as an electric motor during an accelerated travel of the vehicle  10 . In a case where it operates as an electric motor, the motor generator  31  is driven based on a three-phase alternating-current power supplied from the inverter device  32 . The power of the motor generator  31  is transmitted from the output shaft  310  to a right rear wheel  13  and a left rear wheel  14  via the differential gear  34  and a drive shaft  36 , thereby applying the torque to the rear wheels  13 ,  14  to cause the vehicle  10  to acceleratingly travel. 
     The motor generator  31  can operate as an electrical generator during a decelerated travel of the vehicle  10 . In a case where it operates as an electrical generator, the motor generator  31  performs a regenerative operation to generate an electric power. The regenerative operation of the motor generator  31  causes a braking force to be applied to each of the rear wheels  13 ,  14 . A three-phase alternating-current power generated by the regenerative operation of the motor generator  31  is converted to a direct-current power through the inverter device  32  and charged in the battery  33 . 
     Thus, in the vehicle  10  of the present embodiment, the right rear wheel  13  and the left rear wheel  14  function as drive wheels and the right front wheel  11  and the left front wheel  12  function as slave wheels. Hereinafter, the right rear wheel  13  and the left rear wheel  14  are also collectively referred to as drive wheels  13 ,  14  for the purpose of convenience. 
     The inverter device  32  includes a first inverter circuit  321   a  corresponding to the first motor coil  311  and a second inverter circuit  321   b  corresponding to the second motor coil  312 . The first inverter circuit  321   a  and the second inverter circuit  321   b  convert the direct-current power supplied from the battery  33  to a three-phase alternating-current power and supply the converted three-phase alternating-current power to the first motor coil  311  and the second motor coil  312  of the motor generator  31 , respectively. 
     The braking devices  41  to  44  are provided on the wheels  11  to  14  of the vehicle  10 , respectively. The braking devices  41  to  44  include, for example, rotating bodies rotatable integrally with the wheels  11  to  14 , brake pads provided facing the rotating bodies, and hydraulic circuits that apply hydraulic pressure to the brake pads to cause the brake pards to come into contact with and separate from the rotating bodies. In the braking devices  41  to  44 , the brake pads are brought into contact with the rotating bodies by virtue of the hydraulic pressure from the hydraulic circuits, causing friction force to be applied to the rotating bodies to apply a braking force to the wheels  11  to  14 . 
     Next, a specific description will be made on an electrical configuration of the vehicle  10  with reference to  FIG.  2   . 
     As illustrated in  FIG.  2   , the vehicle  10  includes an accelerator position sensor  50 , a shift position sensor  51 , an acceleration sensor  52 , a vehicle speed sensor  53 , a preceding vehicle detection sensor  54 , an operation section  55 , and a brake position sensor  56 . The vehicle  10  also includes, as sections that perform various controls, an EV (Electric Vehicle) ECU (Electronic Control Unit)  60 , an ACC (Adaptive Cruise Control) ECU  61 , a brake ECU  62 , and MGECUs  63   a ,  63   b . These components provide a control device  80  of the present embodiment. 
     The accelerator position sensor  50  detects a pressing amount of the accelerator pedal of the vehicle  10  and outputs a signal corresponding to the detected pressing amount of the accelerator pedal to the EVECU  60 . 
     The shift position sensor  51  detects an operation position of a shift lever of the vehicle  10  and outputs a signal corresponding to the detected operation position of the shift lever to the EVECU  60 . 
     The acceleration sensor  52  detects an acceleration in a forward direction of the vehicle  10  and outputs a signal corresponding the detected acceleration to the EVECU  60 . In a case where the vehicle  10  is accelerated in the forward direction, the acceleration sensor  52  detects a positive acceleration. In a case where the vehicle  10  is decelerated in the forward direction, the acceleration sensor  52  detects a negative acceleration. 
     The vehicle speed sensor  53  detects a speed of travel in the forward direction, or vehicle speed, of the vehicle  10  and outputs a signal corresponding to the detected vehicle speed to the EVECU  60  and the ACCECU  61 . 
     The preceding vehicle detection sensor  54  detects a preceding vehicle traveling in front of the vehicle  10  and outputs information regarding the detected preceding vehicle to the ACCECU  61 . An imaging device that captures an image of a sight in front of the vehicle  10  to detect a preceding vehicle, a millimeter-wave radar that detects a preceding vehicle based on a reflection wave of an electric wave radiated in front of the radar vehicle  10 , and the like are usable as the preceding vehicle detection sensor  54 . 
     The operation section  55  is a section to be operated by a passenger of the vehicle  10 . The operation section  55  is capable of, for example, an operation to automatically control the travel of the vehicle  10  to cause it to follow the preceding vehicle, or operation to switch a so-called ACC function on and off, an operation to set the speed of travel of the speed vehicle  10 , and the like while the ACC function is ON. The operation section  55  sends information regarding an operation applied to the operation section  55  to the ACCECU  61 . 
     The brake position sensor  56  detects an operation position of the brake pedal of the vehicle  10  and outputs a signal corresponding to the detected operation position of the brake pedal to the brake ECU  62 . 
     The ECUs  60  to  62 ,  63   a ,  63   b  each consist mainly of a microcomputer including a CPU, a memory, and the like. The ECUs  60  to  62 ,  63   a ,  63   b  can receive a variety of information through an in-vehicle network  70  installed in the vehicle  10 , such as a CAN. 
     The ACCECU  61  executes a program stored in a memory thereof in advance, thereby performing an ACC control of the vehicle  10 . Specifically, the ACCECU  61  performs the ACC control in response to the operation section  55  detecting that the ACC function is turned on. 
     For example, in a case where the ACC function is turned on, the ACCECU  61  sets an ACC flag Fa ON and then sends the ACC flag Fa to the EVECU  60 . In contrast, in a case where the ACC function is turned off, the ACCECU  61  sets the ACC flag Fa OFF and then sends the ACC flag Fa to the EVECU  60 . The EVECU  60  can determine whether the ACC function is ON or OFF based on whether the ACC flag Fa is ON or OFF. 
     In a case where no preceding vehicle is detected by the preceding vehicle detection sensor  54  with the ACC function being turned on, the ACCECU  61  sends a first ACC torque command value T 21 * to the EVECU  60  along with the ACC flag Fa. The first ACC torque command value T 21 * is a target value of torque to be outputted from the motor generator  31  to cause the vehicle  10  to travel at a constant speed of travel set by the operation section  55 . The EVECU  60  controls the motor generator  31  based on the first ACC torque command value T 21 *, causing the vehicle  10  to travel at the set speed. 
     In contrast, in a case where a preceding vehicle traveling in front of the vehicle  10  is detected by the preceding vehicle detection sensor  54  with the ACC function being turned on, the ACCECU  61  calculates a relative speed, a relative distance, and the like of the preceding vehicle based on detection information from the preceding vehicle detection sensor  54 . The ACCECU  61  calculates a second ACC torque command value T 22 * based on the relative speed, the relative distance, and the like of the preceding vehicle and sends the calculated second ACC torque command value T 22 * to the EVECU  60  along with the ACC flag Fa. The second ACC torque command value T 22 * it a target value of torque to be outputted from the motor generator  31  to maintain the relative distance between the vehicle  10  and the preceding vehicle at a predetermined distance. The second ACC torque command value T 22 * is set at a positive value in a case where the vehicle  10  needs accelerating, whereas being set at a negative value in a case where the vehicle  10  needs decelerating. The EVECU  60  controls the motor generator  31  based on the second ACC torque command value T 22 *, causing the vehicle  10  to follow the preceding vehicle with a predetermined inter-vehicle distance being maintained. 
     Thus, in a case where the ACC function is ON, the first ACC torque command value T 21 * or the second ACC torque command value T 22 * is sent from the ACCECU  61  to the EVECU  60  along with the ACC flag Fa set ON. In contrast, in a case where the ACC function is OFF, the ACC flag Fa set OFF is sent from the ACCECU  61  to the EVECU  60 . In the present embodiment, the ACCECU  61  corresponds to a cruise controller that performs a cruise control of the vehicle  10 . 
     The EVECU  60  is a section that executes a program stored in a memory thereof in advance, thereby controlling the state of travel of the vehicle  10  in an integrative manner. In the present embodiment, the EVECU  60  corresponds to an integration controller. As illustrated in  FIG.  3   , the EVECU  60  includes a basic torque command value calculator  600 , a torque command value mediator  601 , and a torque command value distributor  602 . 
     The respective output signals from the accelerator position sensor  50 , the shift position sensor  51 , and the vehicle speed sensor  53  are inputted to the basic torque command value calculator  600 . The basic torque command value calculator  600  acquires information regarding a pressing amount AP of the accelerator pedal, a shift position SP, and a vehicle speed VC based on the output signals from the sensors. The basic torque command value calculator  600  has a plurality of maps for calculating a basic torque command value T 10 * from the pressing amount AP of the accelerator pedal and the vehicle speed VC. The plurality of maps are prepared in advance corresponding to a plurality of respective operation positions at which the shift lever can be operated to set. The basic torque command value calculator  600  determines which one of the plurality of maps is to be used based on information regarding the operation position of the shift lever and calculates the basic torque command value T 10 * based on the pressing amount AP of the accelerator pedal and the vehicle speed VC from the determined map. The basic torque command value calculator  600  outputs the calculated basic torque command value T 10 * to the torque command value mediator  601 . 
     The basic torque command value T 10 *, which is calculated by the basic torque command value calculator  600 , and the ACC flag Fa and the ACC torque command value T 21 * or T 22 *, which are sent from the ACCECU  61 , are inputted to the torque command value mediator  601 . In a case where the ACC flag Fa is OFF, i.e, the ACC function is OFF, the torque command value mediator  601  sends the basic torque command value T 10 * as a final torque command value T 30 * to the torque command value distributor  602 . In contrast, in a case where the ACC flag Fa is ON, i.e, the ACC function is ON, the torque command value mediator  601  sends the first ACC torque command value T 21 * or the second ACC torque command value T 22 *, which is sent from the ACCECU  61 , as the final torque command value T 30 * to the torque command value distributor  602 . 
     The torque command value distributor  602  calculates a first distribution torque command value T 41 * and a second distribution torque command value T 42 * based on the final torque command value T 30 * sent from the torque command value mediator  601 . The first distribution torque command value T 41 * is a target value of torque to be outputted from the first motor coil  311  of the motor generator  31 . The second distribution torque command value T 42 * is a target value of torque to be outputted from the second motor coil  312  of the motor generator  31 . The torque command value distributor  602  sets the first distribution torque command value T 41 * and the second distribution torque command value T 42 * such that a total value of the first distribution torque command value T 41 * and the second distribution torque command value T 42 * reaches the final torque command value T 30 *. For example, the torque command value distributor  602  sets each of the first distribution torque command value T 41 * and the second distribution torque command value T 42 * at a half of the final torque command value T 30 *, or T 30 */2. The torque command value distributor  602  sends the calculated first distribution torque command value T 41 * and second distribution torque command value T 42 * to the inverter device  32 . 
     The MGECUs  63   a ,  63   b  are provided in the inverter device  32 . The MGECUs  63   a ,  63   b  are in the form of microcomputers independent of each other. The MGECUs  63   a ,  63   b  control the motor coils  311 ,  312  of the motor generator  31  based on the first distribution torque command value T 41 * and the second distribution torque command value T 42 * sent from the torque command value distributor  602 , respectively. 
     Specifically, the first MGECU  63   a  calculates an energization control value based on the first distribution torque command value T 41 * and drives the first inverter circuit  321   a  based on the calculated energization control value, thereby controlling the first motor coil  311 . Likewise, the second MGECU  63   b  calculates an energization control value based on the second distribution torque command value T 42 * and drives the second inverter circuit  321   b  based on the calculated energization control value, thereby controlling the second motor coil  312 . This causes torque corresponding to the first distribution torque command value T 41 * to be applied to the output shaft  310  of the motor generator  31  from the first motor coil  311  and torque corresponding to the second distribution torque command value T 42 * to be applied to the output shaft  310  of the motor generator  31  from the second motor coil  312 . As a result, the torque corresponding to the final torque command value T 30 * is outputted from the motor generator  31 . In the present embodiment, the MGECUs  63   a ,  63   b  correspond to motor controllers that separately control the motor coils  311 ,  312 , respectively. 
     By virtue of performing the process as above, the ACC torque command values T 21 *, T 22 * have higher priority than the basic torque command value T 10 * in a case where the ACC function is ON, causing the torque corresponding to the first ACC torque command value T 21 * or the second ACC torque command value T 22 * to be outputted from the motor generator  31 . In the present embodiment, the control of the motor generator  31  to be performed by the cooperation between the EVECU  60  and the ACCECU  61  corresponds to the ACC control. 
     The brake ECU  62  executes a program stored in a memory thereof in advance, thereby controlling the braking devices  41  to  44 . Specifically, in response to detecting that the brake pedal is pressed with a foot based on the operation position of the brake pedal detected by the brake position sensor  56 , the brake ECU  62  drives the braking devices  41  to  44  to apply a braking force to each of the wheels  11  to  14 . 
     In addition, in response to detecting that the brake pedal is pressed with a foot, the brake ECU  62  sends a braking torque command value T 60 * to the torque command value mediator  601  of the EVECU  60  as illustrated in  FIG.  3   . The braking torque command value T 60 * is a target value of a braking-direction torque to be outputted from the motor generator  31  to decelerate the vehicle  10 . In a case where the braking torque command value T 60 * is sent from the brake ECU  62 , the torque command value mediator  601  gives higher priority to the braking torque command value T 60 * than the basic torque command value T 10 * and the ACC torque command values T 21 *, T 22 * and sends the braking torque command value T 60 * as the final torque command value T 30 * to the torque command value distributor  602 . The torque command value distributor  602  calculates the first distribution torque command value T 41 * and the second distribution torque command value T 42 * based on the final torque command value T 30 * and the MGECUs  63   a ,  63   b  control energization of the motor coils  311 ,  312  of the motor generator  31  based on the distribution torque command values T 41 *, T 42 *, respectively. This causes the motor generator  31  to perform the regenerative operation. As a result, a braking force corresponding to the braking torque command value T 60 * is applied to the drive wheels  13 ,  14  from the motor generator  31 . The brake ECU  62  sets the braking torque command value T 60 * such that a total of the braking force to be obtained by driving the braking devices  41  to  44  and the braking force to be obtained by the regenerative operation of the motor generator  31  reaches a target value of braking force required for the vehicle  10 . Hereinbelow, the regeneration control of the motor generator  31  to be performed by the cooperation of the EVECU  60  and the brake ECU  62  is referred to as regeneration cooperation control. In the present embodiment, the brake ECU  62  corresponds to a brake controller that controls the braking devices  41  to  44  of the vehicle  10 . 
     Thus, in the vehicle  10  of the present embodiment, the motor coils of the motor generator  31  have a double-system structure and the ECUs, which control the motor generator  31 , also have a double-system structure. Further, in the vehicle  10  of the present embodiment, sections that monitor presence or absence of abnormalities in the MGECUs  63   a ,  63   b  are also configured as a double system. 
     Specifically, the inverter device  32  includes a first monitoring section  64   a , a second monitoring section  64   b , a first switching element  322   a , and a second switching element  322   b  as illustrated in  FIG.  2   . 
     The first switching element  322   a  connects and disconnects, based on switching thereof between on and off, a signal line through which a control signal is to be transmitted from the first MGECU  63   a  to the first inverter circuit  321   a . The second switching element  322   b  connects and disconnects, based on switching thereof between on and off, a signal line through which a control signal is to be transmitted from the second MGECU  63   b  to the second inverter circuit  321   b.    
     The first monitoring section  64   a  monitors whether an abnormality occurs in the first MGECU  63   a . The second monitoring section  64   b  monitors whether an abnormality occurs in the second MGECU  63   b . The monitoring sections  64   a ,  64   b  are in the form of logic circuits independent of each other or microcomputers or the like independent of each other. 
     For example, any abnormality detection method, such as a method of detecting an abnormality in a ROM or a RAM of a microcomputer based on checksum or a method of detecting an abnormality in a CPU of a microcomputer based on a watch dog signal, is applicable as a method for the monitoring sections  64   a ,  64   b  to detect abnormalities in the MGECUs  63   a ,  63   b.    
     In a case where the first MGECU  63   a  is normal, the first monitoring section  64   a  keeps the first switching element  322   a  ON. In this case, the first MGECU  63   a  can control energization of the first motor coil  311  of the motor generator  31  through the first inverter circuit  321   a . In contrast, in a case where an abnormality in the first MGECU  63   a  is detected, the first monitoring section  64   a  turns the first switching element  322   a  OFF. In this case, the first MGECU  63   a  is prohibited from controlling energization of the first motor coil  311  of the motor generator  31 . The second monitoring section  64   b  likewise controls the second switching element  322   b  in accordance with presence or absence of an abnormality in the second MGECU  63   b.    
     In addition, in a case where the first MGECU  63   a  is normal, the first monitoring section  64   a  sends a first abnormality detection flag XMG 1  set at 0. to the EVECU  60 . In contrast, in a case where an abnormality in the first MGECU  63   a  is detected, the first monitoring section  64   a  sends the first abnormality detection flag XMG 1  set at 1. to the EVECU  60 . The second monitoring section  64   b  likewise sends a second abnormality detection flag XMG 2  according to presence or absence of an abnormality in the second MGECU  63   b  to the EVECU  60 . In response to either one of the abnormality detection flags XMG 1 , XMG 2  becoming  1 , or an abnormality occurring in either one of the MGECUs  63   a ,  63   b , the EVECU  60  performs an evacuation travel control, or causes the normal MGECU to continue the control of the motor generator  31  so that the vehicle  10  can travel to a safe place. 
     Thus, in the vehicle  10  of the present embodiment, in response to occurrence of an abnormality in either one of the MGECUs  63   a ,  63   b , the energization control of one of the motor coils  311 ,  312  corresponding to the MGECU suffering the occurrence of the abnormality is prohibited. Such a control of the motor coils  311 ,  312  substantially halves the output torque of the motor generator  31 , which would lead to a rapid change in the output torque of the motor generator  31 . This becomes a factor for causing a shock or the like to the vehicle  10 . 
     In addition, the ACC control and the regeneration cooperation control, which are to be performed by the EVECU  60 , are to be performed on the assumption that both the motor coil  311 ,  312  normally operate. Therefore, if the output torque of the motor generator  31  is substantially halved due to the occurrence of an abnormality in either one of the MGECUs  63   a ,  63   b , the ACC control and the regeneration cooperation control fail to be appropriately performed, which would result in an unstable behavior of the vehicle  10 . 
     Accordingly, in response to the occurrence of an abnormality in either one of the MGECUs  63   a ,  63   b , the EVECU  60  of the present embodiment prohibits the ACC control and the regeneration cooperation control from being performed and controls the motor generator  31  to prevent the output torque from rapidly changing. 
     Next, description will be made on a procedure of a process to be performed by the EVECU  60  with reference to  FIG.  4    and  FIG.  5   . It should be noted that the EVECU  60  repeatedly performs the process illustrated in  FIG.  4    and  FIG.  5    in a predetermined cycle. 
     As illustrated in  FIG.  4   , the basic torque command value calculator  600  of the EVECU  60  first calculates, as a process in Step S 10 , the basic torque command value T 10 * based on the information regarding the pressing amount AP of the accelerator pedal, the shift position SP, and the vehicle speed VC. 
     The torque command value mediator  601  of the EVECU  60  determines, as a process in Step S 11  subsequent to Step S 10 , whether both the abnormality detection flags XMG 1 , XMG 2  are 0. In response to a positive determination being made in the process in Step S 11 , or in response to the MGECUs  63   a ,  63   b  both being normal, the EVECU  60  permits, as processes in Steps S 12 , S 13 , the ACC control and the regeneration cooperation control to be performed. Specifically, the torque command value mediator  601  sets the final torque command value T 30 * based on not only the basic torque command value T 10 * obtained through the process in Step S 10  but also the ACC flag Fa and the ACC torque command values T 21 *, T 22 * sent from the ACCECU  61  and the braking torque command value T 60 * sent from the brake ECU  62 . 
     In contrast, in response to a negative determination being made in the process in Step S 11 , or in response to either one of the MGECUs  63   a ,  63   b  being abnormal, the torque command value mediator  601  skips the processes in the Steps S 12 , S 13 . In this case, the torque command value mediator  601  directly sets the basic torque command value T 10 * as the final torque command value T 30 * without using the ACC flag Fa and the ACC torque command values T 21 *, T 22 * sent from the ACCECU  61  and the braking torque command value T 60 * sent from the brake ECU  62 . This substantially prohibits the ACC control and the regeneration cooperation control from being performed. Thus, in the present embodiment, in a case where either one of the MGECUs  63   a ,  63   b  is abnormal, the ACC control and the regeneration cooperation control are prohibited from being performed to prevent the behavior of the vehicle  10  from becoming unstable. 
     After the final torque command value T 30 * is set in the above manner, the torque command value distributor  602  of the EVECU  60  sets, as a process in Step S 14 , the first distribution torque calculation value T 411  and the second distribution torque calculation value T 421 . Specifically, the torque command value distributor  602  sets each of the first distribution torque calculation value T 411  and the second distribution torque calculation value T 421  at a half of the final torque command value T 30 *, or T 30 */2. 
     The torque command value distributor  602  determines, as a process in Step S 15  subsequent to Step S 14 , whether the first abnormality detection flag XMG 1  is 0. In response to the first abnormality detection flag XMG 1  being 0, or in response to the first MGECU  63   a  being normal, the torque command value distributor  602  makes a positive determination in the process in Step S 15  and determines, as a process in subsequent Step S 16 , whether the second abnormality detection flag XMG 2  is 0. In response to the second abnormality detection flag XMG 2  being 0, or in response to the second MGECU  63   b  also being normal, the torque command value distributor  602  makes a positive determination in the process in Step S 16  and the process proceeds to Step S 21  and subsequent steps illustrated in  FIG.  5   . In this case, the first distribution torque calculation value T 411  and the second distribution torque calculation value T 421  are both set at T 30 */2. 
     In contrast, in response to a negative determination being made in the process in Step S 16 , or in response to an abnormality occurring in the second MGECU  63   b , the torque command value distributor  602  sets, as a process in Step S 17 , the second distribution torque calculation value T 421  at 0. and then the process proceeds to Step S 21  and subsequent steps illustrated in  FIG.  5   . In this case, the first distribution torque calculation value T 411  is set at T 30 */2, whereas the second distribution torque calculation value T 421  is set at 0. 
     In contrast, in response to a negative determination being made in the process in Step S 15 , or in response to an abnormality occurring in the first MGECU  63   a , the torque command value distributor  602  sets, as a process in Step S 18 , the first distribution torque calculation value T 411  at 0. Subsequently, the torque command value distributor  602  determines, as a process in Step S 19 , whether the second abnormality detection flag XMG 2  is 0. In response to the second abnormality detection flag XMG 2  being 0, or in response to the second MGECU  63   b  being normal, the torque command value distributor  602  makes a positive determination in the process in Step S 19  and the process proceeds to Steps S 21  and subsequent steps illustrated in  FIG.  5   . In this case, the first distribution torque calculation value T 411  is set at 0, whereas the second distribution torque calculation value T 421  is set at T 30 */2. 
     Further, in response to a negative determination being made in the process in Step S 19 , or in response to an abnormality occurring in the second MGECU  63   b , the torque command value distributor  602  sets, as a process in Step S 20 , the second distribution torque calculation value T 421  at 0. and then the process proceeds to Step S 21  and subsequent steps illustrated in  FIG.  5   . In this case, the first distribution torque calculation value T 411  and the second distribution torque calculation value T 421  are both set at 0. 
     Thus, the torque command value distributor  602  sets the torque command value corresponding to the normal MGECU at T 30 */2, whereas setting the torque command value corresponding to the abnormal MGECU at 0. 
     As illustrated in  FIG.  5   , the torque command value distributor  602  applies, as a process in Step S 21 , a filtering process based on a low-pass filter to the first distribution torque calculation value T 411  based on a current value of the first distribution torque calculation value T 411  and past calculation values including a previous value of the first distribution torque calculation value T 411 , thereby obtaining a filtered first distribution torque calculation value T 411   f . The torque command value distributor  602  likewise applies, as a process in Step S 22  subsequent to Step S 21 , a filtering process based on a low-pass filter to the second distribution torque calculation value T 421 , thereby obtaining a filtered second distribution torque calculation value T 421   f.    
     The torque command value distributor  602  determines, as a process in Step S 23  subsequent to Step S 22 , whether the first abnormality detection flag XMG 1  is 1. In response to a positive determination being made in the process in Step S 23 , the torque command value distributor  602  determines that an abnormality occurs in the first MGECU  63   a  and the second MGECU  63   b  is normal. In this case, the torque command value distributor  602  sets, as a process in subsequent Step S 24 , the first distribution torque command value T 41 * as the first distribution torque calculation value T 411 . In addition, the torque command value distributor  602  calculates, as a process in Step S 25 , the second distribution torque command value T 42 * from the filtered first distribution torque calculation value T 411   f , the first distribution torque calculation value T 411 , and the second distribution torque calculation value T 421  based on an expression f1 below. 
         T 42*=( T 411 f−T 411)+ T 421  (f1)
 
     In contrast, in response to a negative determination being made in the process in Step S 23 , or in response to the first MGECU  63   a  being normal, the torque command value distributor  602  determines, as a process in Step S 26 , whether the second abnormality detection flag XMG 2  is 1. In response to a positive determination being made in the process in Step S 26 , the torque command value distributor  602  determines that an abnormality occurs in the second MGECU  63   b  and the first MGECU  63   a  is normal. In this case, the torque command value distributor  602  sets, as a process in subsequent Step S 27 , the second distribution torque command value T 42 * as the second distribution torque calculation value T 421 . In addition, the torque command value distributor  602  calculates, as a process in Step S 28 , the first distribution torque command value T 41 * from the filtered second distribution torque calculation value T 421   f , the second distribution torque calculation value T 421 , and the first distribution torque calculation value T 411  based on an expression f2 below. 
         T 41*=( T 421 f−T 421)+ T 411  (f2)
 
     In response to a negative determination being made in the process in Step S 26 , the torque command value distributor  602  determines that the first MGECU  63   a  and the second MGECU  63   b  are both normal. In this case, the torque command value distributor  602  sets, as a process in Step S 29 , the first distribution torque command value T 41 * as the first distribution torque calculation value T 411  and sets, as a process in Step S 30 , the second distribution torque command value T 42 * as the second distribution torque calculation value T 421 . 
     After performing any one of the processes in Step S 25 , Step S 28 , and Step S 30 , the torque command value distributor  602  sends, as a process in Step S 31 , the calculated first distribution torque command value T 41 * and second distribution torque command value T 42 * to the first MGECU  63   a  and the second MGECU  63   b , respectively. 
     Next, referring to  FIG.  6   , description will be made on transitions of the first distribution torque calculation value T 411 , the filtered first distribution torque calculation value T 411   f , the first distribution torque command value T 41 *, the second distribution torque calculation value T 421 , the filtered second distribution torque calculation value T 421   f , the second distribution torque command value T 42 *, and the output torque Tm of the motor generator  31  after the process illustrated in  FIG.  4    and  FIG.  5    is performed. 
     For example, it is assumed that the output torque Tm of the motor generator  31  is set at Tma at time t 1  as illustrated in  FIG.  6 (G) . At this time, as illustrated in  FIGS.  6 (A) , (D), the first distribution torque calculation value T 411  and the second distribution torque calculation value T 421  are each set at Tma/2. Under such a situation, it is assumed that an abnormality occurs in the first MGECU  63   a  at time t 2 . In this case, as illustrated in  FIG.  6 (A) , the first distribution torque calculation value T 411  is changed from Tma/2 to 0 and the first distribution torque calculation value T 411  time t 2  is maintained at 0 at and after time t 2 . This causes the filtered first distribution torque calculation value T 411   f  to transition toward 0 in a convergent manner at and after time t 2  as illustrated in  FIG.  6 (B) . At this time, the first distribution torque calculation value T 411  is still set at the first distribution torque calculation value T 411 . The first distribution torque command value T 41 * is thus set at 0. at time t 2  and maintained at 0. thereafter as illustrated in  FIG.  6 (C) . 
     In contrast, in a case where the second MGECU  63   b  is normal, the second distribution torque calculation value T 421  and the filtered second distribution torque calculation value T 421   f  are maintained at Tma/2 even at and after time t 2  as illustrated in  FIGS.  6 (D) , (E). A deviation between the first distribution torque calculation value T 411  and the filtered first distribution torque calculation value T 411   f  illustrated in  FIGS.  6 (A) , (B) is added to the second distribution torque calculation value T 421  to obtain the second distribution torque command value T 42 *. The second distribution torque command value T 42 * thus changes such that it temporarily rises to Tma at time t 2  and then gradually decreases toward Tma/2 as illustrated in  FIG.  6 (F) . 
     The torque Tm to be outputted from the output shaft  310  of the motor generator  31  is a total value of the first distribution torque command value T 41 * illustrated in  FIG.  6 (C)  and the second distribution torque command value T 42 * illustrated in  FIG.  6 (F) . The output torque Tm of the motor generator  31 , which is set at Tma before time t 2 , thus gradually decreases from Tma toward Tma/2 at and after time t 2 . 
     Next, description will be made on an operation example of the vehicle  10  of the present embodiment. First, referring to  FIGS.  7 (A)  to (F), description will be made on an operation example of the vehicle  10  responsive to occurrence of an abnormality in the first MGECU  63   a  while the accelerator pedal of the vehicle  10  is pressed with a foot, i.e., while the vehicle  10  is being accelerated. 
     For example, when a driver starts pressing the accelerator pedal of the vehicle  10  with his/her foot at time t 10  and the pressing amount AP reaches a predetermined amount AP 10  at time t 11  as illustrated in  FIG.  7 (A) , a torque Tm 10  corresponding to the pressing amount AP 10  of the accelerator pedal is outputted from the motor generator  31  as illustrated in  FIG.  7 (E) . In this case, a torque Tm 10 /2 is applied to the output shaft  310  of the motor generator  31  from each of the motor coils  311 ,  312  as illustrated in  FIGS.  7 (C) , (D), which causes the output torque of the motor generator  31  to be Tm 10 . It should be noted that the torques applied to the output shaft  310  of the motor generator  31  from the motor coils  311 ,  312  are hereinafter referred to as the output torque of the first motor coil  311  and the output torque of the second motor coil  312 , respectively. 
     If an abnormality occurs in the first MGECU  63   a  at time t 12  under such a situation, the first motor coil  311  stops. The output torque of the first motor coil  311  thus becomes 0. as illustrated in  FIG.  7 (C) . At this time, if the output torque of the second motor coil  312  is maintained at Tm 10 /2, the output torque of the motor generator  31  rapidly changes from Tm 10  to Tm 10 /2 as indicated by a two-dot chain line in  FIG.  7 (E) . This becomes a factor for causing a shock or the like to the vehicle  10 . 
     In this regard, in the vehicle  10  of the present embodiment, in response to an abnormality in the first MGECU  63   a  being detected by the first monitoring section  64   a  at time t 12 , a notification is sent to the EVECU  60 , accordingly. In response to an abnormality in the first MGECU  63   a  being detected, the EVECU  60  calculates the second distribution torque command value T 42 * based on the above expression f1. This causes the output torque of the second motor coil  312  to rise to Tm 10  at time t 12  and then gradually decrease toward Tm 10 /2 as illustrated in  FIG.  7 (D) . As a result, the output torque of the motor generator  31  gradually decreases from Tm 10  toward Tm 10 /2 at and after time t 12  as illustrated by a solid line in  FIG.  7 (E) . Therefore, a shock or the like to the vehicle  10  can be reduced. 
     Then, it is assumed that after the driver releases the accelerator pedal at time t 13  and the pressing amount AP of the accelerator pedal reaches 0. at time t 14  as illustrated in  FIG.  7 (A) , the driver starts pressing the brake pedal with his/her foot at time t 15  and the brake pedal is turned ON at time t 16  as illustrated in  FIG.  7 (B) . At this time, if the regeneration cooperation control of the motor generator  31  is directly performed, a sufficient braking force would fail to be secured. 
     Specifically, in a case where the first MGECU  63   a  and the second MGECU  63   b  are both normal, the first motor coil  311  and the second motor coil  312  both perform the regenerative operation, causing a braking force as illustrated by a two-dot chain line in  FIG.  7 (E)  to be applied to the drive wheels  13 ,  14 . However, in a case where the first motor coil  311  stops due to an abnormality in the first MGECU  63   a , only the second motor coil  312  performs the regenerative operation, causing the braking force to be applied to the drive wheels  13 ,  14  from the motor generator  31  to be substantially halved. Therefore, in a case where the brake ECU  62  sets the braking force of the braking devices  41  to  44  at FB 10  as illustrated by a two-dot chain line in  FIG.  7 (F)  based on the regeneration cooperation control, the braking force to be applied to the drive wheels  13 ,  14  decreases in accordance with no braking force being generated from the first motor coil  311 . Therefore, a sufficient braking force would fail to be secured. 
     In this regard, in the vehicle  10  of the present embodiment, the ACC control and the regeneration cooperation control are prohibited from being performed in response to detection of an abnormality in the first MGECU  63   a , so that the brake ECU  62  causes the vehicle  10  to stop merely by the braking force of the braking devices  41  to  44 . This causes a braking force FB 11  larger than the braking force FB 10  to be outputted from the braking devices  41  to  44  as illustrated in  FIG.  7 (F) , thus enabling securing a sufficient braking force. 
     Next, referring to  FIGS.  8 (A)  to (F), description will be made on an operation example of the vehicle  10  responsive to occurrence of an abnormality in the first MGECU  63   a  while the brake pedal of the vehicle  10  is pressed with a foot, i.e., while the vehicle  10  is being decelerated. 
     When the driver presses the brake pedal with his/her foot at time t 20  and the brake pedal is turned ON at time t 21  as illustrated in  FIG.  8 (B) , a torque −Tm 20  is outputted from the motor generator  31  as illustrated in  FIG.  8 (E)  and a braking force of −FB 20  is applied from the braking devices  41  to  44  to the wheels  11  to  14  as illustrated in  FIG.  8 (F) . By virtue of a net force of the output torque −Tm 20  of the motor generator  31  and the braking force −FB 20  of the braking devices  41  to  44 , the vehicle  10  is decelerated. At this time, as illustrated in  FIGS.  8 (C) , (D), the output torque of each of the first motor coil  311  and the second motor coil  312  is −Tm 20 /2. 
     If an abnormality occurs in the first MGECU  63   a  at time t 22  under such a situation, the first motor coil  311  stops. The output torque of the first motor coil  311  thus becomes 0. as illustrated in  FIG.  8 (C) . At this time, if the output torque of the second motor coil  312  is maintained at −Tm 20 /2 and the braking force of the braking devices  41  to  44  is maintained at −FB 20 , the braking force of the vehicle  10  substantially decreases by an amount corresponding to −Tm 20 /2. Therefore, the vehicle  10  would suffer a disadvantage such as an unintentional acceleration. 
     In this regard, in the vehicle  10  of the present embodiment, in response to an abnormality in the first MGECU  63   a  being detected by the first monitoring section  64   a  at time t 22 , a notification is sent to the EVECU  60 , accordingly. The EVECU  60  prohibits, in response to detection of an abnormality in the first MGECU  63   a , the ACC control and the regeneration cooperation control from being performed. This causes the output torque of the second motor coil  312  to be close to 0. as illustrated in  FIG.  8 (D)  and the braking force of the braking devices  41  to  44  to be set at −FB 21  larger than −FB 20  as illustrated in  FIG.  8 (F) . As a result, the vehicle  10  can be decelerated merely by the braking force of the braking devices  41  to  44 , enabling preventing an unintentional acceleration of the vehicle  10  before it happens. 
     By virtue of the above-described control device  80  for the vehicle  10  of the present embodiment, workings and effects as described in (1) to (4) below are achievable. 
     (1) In the control device  80  of the present embodiment, the two monitoring sections  64   a ,  64   b  separately monitor the two MGECUs  63   a ,  63   b , which enables, if an abnormality occurs in either one of the two MGECUs  63   a ,  63   b , the abnormality to be detected by the monitoring section corresponding to the MGECU where the abnormality occurs. Therefore, the MGECU where the abnormality occurs can be identified based on which one of the two monitoring sections  64   a ,  64   b  detects the abnormality. In addition, in response to either one of the monitoring sections  64   a ,  64   b  detecting an abnormality in the MGECUs  63   a ,  63   b , the control of the motor coil by the abnormal MGECU is stopped while the control of the motor coil by the normal MGECU where no abnormality is detected is continued. Therefore, even if an abnormality occurs in either one of the two MGECUs, the travel of the vehicle  10  can be continued and the evacuation travel control can be performed with a higher accuracy. 
     (2) The EVECU  60  causes the MGECUs  63   a ,  63   b  to cooperate with controllers different from the MGECUs  63   a ,  63   b , or ACCECU  61  and brake ECU  62 , to perform the ACC control and the regeneration cooperation control. In a case where the control of the motor coil by the MGECU where an abnormality occurs is stopped, the total output torque of the two motor coils, i.e., the output torque Tm of the motor generator  31 , decreases. If the ACC control and the regeneration cooperation control are continued under such a situation, the ACC control and the regeneration cooperation control fail to be appropriately performed, which would result in an unstable behavior of the vehicle  10 . In this regard, the EVECU  60  of the present embodiment prohibits, in response to detection of an abnormality in either one of the two MGECUs  63   a ,  63   b , the ACC control with cooperation between the MGECUs  63   a ,  63   b  and the ACCECU  61  and the regeneration cooperation control with cooperation between the MGECUs  63   a ,  63   b  and the brake ECU  62 , enabling preventing the behavior of the vehicle  10  from becoming unstable. 
     (3) For example, in a case where an abnormality occurs in the first MGECU  63   a , the first motor coil  311 , the control of which is to be stopped by the abnormal first MGECU  63   a , corresponds to a motor section to be stopped and the second motor coil  312 , the control of which is to be continued by the normal second MGECU  63   b , corresponds to a motor section to be continued. In stopping the control of the first motor coil  311  by the abnormal first MGECU  63   a , the normal second MGECU  63   b  controls the second motor coil  312  so as to compensate for the output of the first motor coil  311 . In addition, in a case where an abnormality occurs in the second MGECU  63   b  and the first MGECU  63   a  is normal, the normal first MGECU  63   a  controls the first motor coil  311  so as to compensate for the output of the second motor coil  312 . This configuration can prevent a rapid change in the total output torque of the motor generator  31 , making the behavior of the vehicle  10  likely to be stable. 
     (4) In stopping the control of the first motor coil  311  by the abnormal first MGECU  63   a , the normal second MGECU  63   b  controls the second motor coil  312  so as to cause the total output torque of the first motor coil  311  and the second motor coil  312 , or output torque Tm of the motor generator  31 , to gradually change. In addition, in stopping the control of the second motor coil  312  by the abnormal second MGECU  63   b , the normal first MGECU  63   a  controls the first motor coil  311  so as to cause the output torque Tm of the motor generator  31  to gradually change. This configuration can prevent a rapid change in the output torque Tm of the motor generator  31 , making it possible to reduce a shock or the like to the vehicle  10 . 
     It should be noted that the above-described embodiment can be implemented in the following forms.
         The vehicle  10  of the embodiment includes, as two motor sections, the two motor coils  311 ,  312  provided in the motor generator  31 ; however, it may alternatively include two motor generators.   In response to occurrence of an abnormality in the first MGECU  63   a , the first monitoring section  64   a  of the embodiment notifies the EVECU  60 , accordingly; however, in response to occurrence of an abnormality in the first MGECU  63   a , it may alternatively be configured to notify the second monitoring section  64   b , accordingly. In this case, the second monitoring section  64   b  calculates, in response to being notified of the abnormality in the first MGECU  63   a , the second distribution torque command value T 42 * by using the above expression f1. Likewise, in response to occurrence of an abnormality in the second MGECU  63   b , the second monitoring section  64   b  notifies the first monitoring section  64   a , accordingly, and the first monitoring section  64   a  calculates the first distribution torque command value T 41 * based on the notification by using the above expression f2. Such a configuration also makes it possible to achieve the same or similar workings and effects as or to those of the above-described embodiment.   The control device  80  of the embodiment includes the MGECUs  63   a ,  63   b  as two motor controllers that control the motor coils  311 ,  312 , respectively; however, two cores provided in a single ECU may alternatively function as the respective two motor controllers.   The control device  80  of the embodiment includes the two MGECUs  63   a ,  63   b ; however, it may include a plurality of MGECUs equal to or more than three. In addition, the control device  80  may include three or more monitoring sections corresponding to the plurality of respective MGECUs equal to or more than three.   The configurations of the control device  80  in the embodiments are applicable to not only the electric vehicle  10  but also any mobile body including an electric motor as a power source, examples of which include a mobility such as a vertical takeoff and landing aircraft that moves in the sky.   The control device  80  and the control method thereof according to the present disclosure may be implemented by one or a plurality of dedicated computers each including a processor programed to execute one or a plurality of functions exemplified by a computer program and a memory. The control device  80  and the control method thereof according to the present disclosure may be implemented by a dedicated computer including a processor including one or a plurality of dedicated hardware logic circuits. The control device  80  and the control method thereof according to the present disclosure may be implemented by one or a plurality of dedicated computers each including a combination of a processor programed to execute one or a plurality of functions, a memory, and a processor including one or a plurality of hardware logic circuits. The computer program may be stored as instructions to be executed by a computer in a computer-readable non-transitory tangible recording medium. The dedicated hardware logic circuit and the hardware logic circuit may each be implemented by a digital circuit including a plurality of logic circuits or an analog circuit.   The present disclosure is not limited to the above-described specific examples. The scope of the present disclosure encompasses the above-described specific examples changed in design by those skilled in the art as needed as long as they provide the features of the present disclosure. The components of each of the above-described specific examples and the locations, conditions, shapes, etc., thereof are not limited to those described by way of example and can be changed as needed. A combination of the components of each of the above-described specific examples may be changed as needed unless a technical inconsistency occurs.