JP2007325400A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To assure security of a vehicle with respect to collision, using the information obtained from a unit loaded on the vehicle. <P>SOLUTION: HV_ECU performs a program including a step (S100) for obtaining a frequency fx of vibration occurring in the vehicle and strength Vx of vibration, a step (S114) for determining that noise is being generated, when the obtained frequency fx is larger than f(2)("YES" in S102), a step (S112) for determining that collision is not occurring, when the obtained frequency fx is smaller than f(1)("YES" in S104), a step (S108) for determining that collision has occurred, when strength Vx of obtained vibration is larger than Vth (YES in S106), and a step (S110) for opening SMR and making the power line go into an interrupted state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a control for shutting off power supply to a drive source at the time of a collision of a vehicle equipped with a navigation system that acquires a current position of the vehicle.

  In recent years, attention has been focused on hybrid vehicles, fuel cell vehicles, electric vehicles, and the like that travel with driving force from a motor as one of countermeasures for environmental problems. In such a vehicle collision, since a high voltage power source such as a battery is mounted, there is a possibility of electric leakage if the high voltage power source receives an impact. As a technique for preventing a secondary accident due to a collision, for example, Japanese Patent Laid-Open No. 10-271604 (Patent Document 1) automatically detects an accident and automatically issues a protective radio even in a situation where the crew cannot operate. An accident detection device that prevents secondary accidents is disclosed. This accident detection apparatus uses a three-axis accelerometer that measures three-axis accelerations orthogonal to each other, a three-axis gyro that measures angular velocities about three orthogonal axes, and measured values of these three-axis accelerometers and three-axis gyros. Calculating means for calculating the horizontal forward acceleration, horizontal right acceleration, vertical acceleration, vertical displacement amount and attitude angle of the train, the calculated value of the calculating means, the three-axis accelerometer and the three-axis gyro It is characterized by comprising detection means for detecting a train accident using the measured value, and means for activating a protection radio provided in the train when the detection means detects an accident.

  According to the accident detection device disclosed in the above-mentioned publication, a secondary accident can be prevented because an accident is automatically detected and a protective radio is automatically issued even in a situation where the crew cannot operate.

On the other hand, a navigation system that provides a driver with the current position of a vehicle based on information specifying the current position transmitted from a GPS (Global Positioning System) satellite is known. In this navigation system, a technique for improving the accuracy of specifying the current position by correcting based on the behavior of the vehicle in addition to the information obtained from the GPS satellite is also known.
JP-A-10-271604

  However, when the accident detection device disclosed in the above-mentioned publication is applied to a vehicle, it is necessary to newly install a three-axis accelerometer and a three-axis gyro for collision detection. Therefore, there is a problem that the number of parts increases and the cost increases.

  In particular, the navigation system is provided with various sensors that detect, for example, acceleration and angular velocity as physical quantities related to the movement of the vehicle. Various controls of the vehicle and provision of vehicle position information to the driver include Each is carried out independently. For this reason, it is necessary to provide a detection device for detecting a collision as a new device without sufficiently utilizing various information obtained from various sensors.

  Further, in the above-mentioned publication, even if a collision is detected, it is only automatically issued by a protective radio, and it is not possible to sufficiently prevent a secondary accident at the time of a vehicle collision such as an electric leakage in a power storage mechanism due to the collision. There is sex.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to make use of information obtained from equipment mounted on a vehicle to ensure the safety of the vehicle against a collision. It is to provide a control device.

  A vehicle control device according to a first aspect of the invention is a vehicle control device equipped with a navigation system that acquires information for specifying the position of the vehicle through communication with an external device. The vehicle includes a rotating electrical machine that is a drive source, a power storage mechanism that stores power supplied to the rotating electrical machine, and a relay that blocks power supply from the power storage mechanism to the rotating electrical machine. The navigation system is provided with detection means for detecting a physical quantity related to the movement of the vehicle during traveling. The navigation system corrects the position of the vehicle based on the detected physical quantity. This control device includes an acquisition means for acquiring the vibration intensity and frequency generated in the vehicle based on a change in physical quantity from the navigation system, and whether the vehicle has collided based on the acquired vibration intensity and frequency. Determination means for determining whether or not, and control means for controlling the relay so as to cut off the power supply to the rotating electrical machine when it is determined that the vehicle has collided.

  According to the first invention, the navigation system acquires information for specifying the position of the vehicle through communication with an external device (for example, a GPS satellite). A detection means (for example, a gyro sensor or an acceleration sensor) provided in the navigation system detects a physical quantity (for example, an angular velocity or an acceleration) related to the movement of the vehicle during traveling. The navigation system corrects the position of the vehicle based on the detected physical quantity. The determining means determines whether or not the vehicle has collided based on vibration characteristics such as the intensity and frequency of vibration generated in the vehicle based on a change in physical quantity acquired from the navigation system. When it is determined that the vehicle has collided, the control means controls the relay so as to cut off the power supply to the rotating electrical machine. That is, it is possible to determine that the vehicle has collided by determining that the vibration characteristic based on the physical quantity relating to the movement of the vehicle is substantially the same as the vibration characteristic at the time of the vehicle collision. In addition, by using the detection means provided in the navigation system in order to acquire the vibration characteristics, it is not necessary to newly provide a device for detecting a collision. Therefore, an increase in the number of parts can be suppressed and an increase in cost can be suppressed. Further, by interrupting the power supply to the rotating electrical machine in response to a vehicle collision, it is possible to prevent a secondary accident such as a leakage in the power storage mechanism. Therefore, it is possible to provide a vehicle control device that sufficiently utilizes information obtained from equipment mounted on the vehicle and ensures the safety of the vehicle against a collision.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect, the judging means is configured such that the frequency of the acquired vibration is greater than a predetermined frequency and the acquired vibration is Means for determining that the vehicle has collided is included when the strength is greater than a predetermined strength.

  According to the second invention, for example, the frequency of vibration based on the change in acceleration or angular acceleration in the traveling direction of the vehicle during traveling is lower than the frequency of vibration based on the change in acceleration or angular velocity during collision. It becomes. Therefore, when the frequency of vibration acquired in the navigation system is higher than a predetermined frequency, it can be determined that vibration has occurred when the vehicle collides. Further, at the time of a vehicle collision, strong vibration is generated by the collision energy. Therefore, in addition to the vibration frequency acquired corresponding to the collision, if the vibration intensity is greater than a predetermined intensity, it is determined that the vehicle has collided, thereby causing a leakage of the electric storage mechanism. It is possible to accurately determine whether or not a collision with a high possibility of occurrence has occurred.

  In the vehicle control apparatus according to the third aspect of the invention, the predetermined frequency is the first frequency in addition to the configuration of the second aspect of the invention. The determining means includes means for determining that the vehicle is not colliding when the acquired frequency of vibration is higher than a predetermined second frequency higher than the first frequency.

  According to the third invention, noise vibration is generated in the vehicle due to input from the road surface, the engine, or the rotating electrical machine. The frequency of the noise vibration is higher than that of the vibration at the time of collision. Therefore, if the frequency of the vibration generated in the vehicle is higher than a predetermined second frequency that is higher than the first frequency, it is confirmed that the high-frequency noise vibration is generated in the vehicle instead of the vibration due to the collision. Judgment can be made. Therefore, the collision of the vehicle can be determined with high accuracy.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configurations of the first to third aspects, the detection means is at least one of the width direction, the height direction, and the length direction of the vehicle. It is a sensor which detects the angular velocity or acceleration of.

  According to the fourth invention, it is possible to accurately determine whether or not a collision has occurred in the vehicle by detecting an angular velocity or acceleration in at least one of the width direction, the height direction, and the length direction of the vehicle. Judgment can be made.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A control block diagram of a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG. The vehicle on which the vehicle control device according to the present invention is mounted is not particularly limited to a hybrid vehicle as long as the vehicle has a navigation system described later. For example, it may be an electric vehicle or a fuel cell vehicle.

  In the present embodiment, a case where the present invention is applied to a hybrid vehicle will be described. In the present embodiment, the hybrid vehicle is not limited to the hybrid vehicle shown in FIG. The hybrid vehicle only needs to be a vehicle that can be driven by the power of the motor generator serving as a drive source with the internal combustion engine stopped, and is a hybrid vehicle having another aspect in which a secondary battery is mounted as a running battery. Also good. In addition, a storage mechanism such as a capacitor may be used instead of the secondary battery. Moreover, in the case of a secondary battery, it is a nickel metal hydride battery, a lithium ion battery, etc., The kind is not specifically limited.

  The hybrid vehicle includes an internal combustion engine (hereinafter, described as an engine) 120 such as a gasoline engine and a motor generator (MG) 140 as drive sources. In FIG. 1, for convenience of explanation, the motor generator 140 is expressed as a motor 140A and a generator 140B (or a motor generator 140B). However, depending on the traveling state of the hybrid vehicle, the motor 140A functions as a generator, The generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits the power generated by the engine 120 and the motor generator 140 to the drive wheels 160, the reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140, and the engine 120 A power split mechanism (for example, a planetary gear mechanism) 200 that distributes the generated power to two paths of the drive wheel 160 and the generator 140B, a travel battery 220 that charges power for driving the motor generator 140, and a travel An inverter 240 that performs current control while converting a direct current of battery 220 and an alternating current of motor 140A and generator 140B, and a battery control unit that manages and controls a charge / discharge state (for example, SOC (State Of Charge)) of traveling battery 220 (Hereafter, the battery ECU (Electronic Co ntrol unit) 260, engine ECU 280 for controlling the operating state of engine 120, MG_ECU 300 for controlling motor generator 140, battery ECU 260, inverter 240, etc. according to the state of the hybrid vehicle, battery ECU 260, engine ECU 280, and MG_ECU 300 HV_ECU 320 that controls the entire hybrid system so that the hybrid vehicle can operate most efficiently.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the motor 140A or the motor generator 140B, and therefore when the power is supplied from the traveling battery 220 to the motor 140A or the motor generator 140B, the boost converter 242 supplies the power. Boost the pressure.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  The power split mechanism 200 uses a planetary gear mechanism (planetary gear) in order to distribute the power of the engine 120 to both the drive wheel 160 and the motor generator 140B. By controlling the rotation speed of motor generator 140B, power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the planetary carrier (C), which is transmitted to the motor generator 140B by the sun gear (S) and to the motor and the output shaft (drive wheel 160 side) by the ring gear (R). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B, and the rotational speed of the engine 120 is reduced.

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, when a predetermined condition is established for the state of the vehicle, HV_ECU 320 causes motor 140A to run the hybrid vehicle only by motor 140A of motor generator 140. And engine 120 is controlled via engine ECU280. In the present embodiment, the “predetermined condition” is, for example, at least one of a condition that the SOC is equal to or higher than a predetermined value and a condition that the vehicle speed is equal to or lower than a predetermined speed. It is. In this way, the hybrid vehicle can be driven only by the motor 140A of the motor generator 140 when the engine 120 is inefficient at the time of starting or at low speed.

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the generator 140B is driven to generate power. At this time, the motor 140A is driven by the generated electric power to assist driving of the driving wheels 160. Further, at the time of high speed traveling, electric power from the traveling battery 220 is further supplied to the motor 140A to increase the output of the motor 140A and to add driving force to the driving wheels 160. On the other hand, at the time of deceleration, motor 140 </ b> A driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 decreases and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by generator 140B to increase the amount of charge for traveling battery 220. Of course, control is performed to increase the drive amount of the engine 120 as necessary even during low-speed traveling. For example, it is necessary to charge the traveling battery 220 as described above, to drive an auxiliary machine such as an air conditioner, or to raise the temperature of the cooling water of the engine 120 to a predetermined temperature.

  In addition, the target SOC of traveling battery 220 is set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and there is no value limited in particular.

  Further, in the present embodiment, a system main relay (hereinafter referred to as SMR) 310 is provided on the power supply line between battery for traveling 220 and boost converter 242. In response to a control signal from the HV_ECU 320, the SMR 310 closes the contact and puts the power supply line into a connected state, or opens the contact and puts into a cut-off state. When the power supply line is in a connected state, the electric power of travel battery 220 is supplied to motor generator 140 via boost converter 242 and inverter 240. On the other hand, when the power supply line is in a cut-off state, power is not supplied to motor generator 140.

  Furthermore, a navigation system 302 is mounted on the hybrid vehicle in the present embodiment. The navigation system 302 communicates with an external device to acquire the current position of the vehicle. Specifically, the navigation system 302 receives information specifying the position of the vehicle from a ground base station or a GPS satellite via an antenna (not shown) provided inside or outside the vehicle. The navigation system 302 calculates the distance from the GPS satellite based on information including satellite orbit and time data transmitted from the GPS satellite. Similarly, the position (for example, longitude, latitude, and altitude) of the vehicle on the earth is specified by calculating the distance from each GPS satellite based on information transmitted from a plurality of GPS satellites. These calculations are executed by a navigation ECU (not shown) provided in the navigation system 302.

  The navigation system 302 is provided with a sensor 304 that detects a physical quantity related to the movement of the vehicle. In the present embodiment, sensor 304 detects an angular velocity in at least one direction of the vehicle front-rear direction, width direction, and height direction (hereinafter also referred to as X-axis direction, Y-axis direction, and Z-axis direction). This is a gyro sensor.

  The sensor 304 is a gyro sensor provided in the navigation system 302 for correcting the position of the vehicle, and is particularly limited to the gyro sensor as long as it can detect the vibration of the vehicle in the frequency band corresponding to the collision. It is not a thing. For example, the sensor 304 may be an accelerometer that detects acceleration in at least one of the front-rear direction, the width direction, and the height direction of the vehicle, or the function as an accelerometer and the gyro sensor It may be a sensor in which functions are integrated.

  In the present embodiment, the gyro sensor 304 is described as detecting vibration generated in the vehicle based on a change in angular velocity around the X axis direction, but the same applies to the Y axis direction and the Z axis direction. Therefore, detailed description thereof will not be repeated.

  As shown in FIG. 2, the navigation system 302 includes a gyro sensor 304 and a navigation ECU 306.

  The navigation ECU 302 further corrects the position of the vehicle specified by the information from the GPS satellite based on the physical quantity relating to the movement of the vehicle acquired by the gyro sensor 304. By such correction, for example, the vehicle position can be accurately provided to the driver in a situation where communication with the GPS satellite is interrupted (for example, when passing through a tunnel).

  Specifically, the navigation ECU 302 receives from the gyro sensor 304 a signal indicating a vibration frequency fx and a signal indicating a vibration intensity Vx based on a change in angular acceleration obtained by temporally differentiating the angular velocity around the X-axis direction of the vehicle. To do. At this time, the gyro sensor 304 also transmits a signal indicating the vibration frequency fx and a signal indicating the vibration intensity Vx to the HV_ECU 320.

  The HV_ECU 320 transmits a control signal to the SMR 310 based on the signal indicating the vibration frequency fx and the signal indicating the vibration frequency fx acquired from the gyro sensor 304.

  As shown in FIG. 3, the gyro sensor 304 includes a vibrator 312 and a signal processing circuit 314. When the vehicle tilts around the X axis, a signal corresponding to the angular velocity around the X axis is output to the signal processing circuit 314. The signal processing circuit 314 calculates the angular acceleration by differentiating the received angular velocity with respect to time. The signal processing circuit 314 calculates a vibration frequency fx and vibration intensity Vx generated in the vehicle based on the calculated angular acceleration. The vibration frequency fx and the vibration intensity Vx are, for example, based on a power spectrum obtained by Fourier-transforming time-series data on angular acceleration, the maximum intensity is Vx, and the frequency at that time is fx. However, it is not particularly limited to such a method, and a known technique may be used. The signal processing circuit 314 transmits the calculated vibration frequency fx and vibration intensity Vx to the navigation ECU 306 and the HV_ECU 320.

  In the hybrid vehicle having such a configuration, the HV_ECU 320 acquires the vibration frequency fx and the intensity Vx based on the change in the angular acceleration around the X-axis direction of the vehicle from the navigation system 302, and the acquired vibration frequency fx and It is determined whether or not the vehicle has collided based on the intensity Vx. When the HV_ECU 320 determines that the vehicle has collided, the HV_ECU 320 controls the SMR 310 so that the power supply from the traveling battery 220 is cut off. The present invention is characterized in that the HV_ECU 320 operates as described above.

  Hereinafter, with reference to FIG. 4, a control structure of a program executed by HV_ECU 320 which is the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter referred to as “S”) 100, HV_ECU 320 obtains vibration frequency fx and vibration intensity Vx from gyro sensor 304.

  In S102, HV_ECU 320 determines whether or not acquired fx is larger than f (2). f (2) is a predetermined value adapted by an experiment or the like, and is a frequency higher than the vibration corresponding to the collision. f (2) is a boundary value between the vibration based on the collision and the vibration corresponding to the high frequency noise based on the input from the road surface, the engine or the motor. If acquired fx is larger than f (2) (YES in S102), the process proceeds to S114. If not (NO in S102), the process proceeds to S104.

  In S104, HV_ECU 320 determines whether or not acquired fx is smaller than f (1). f (1) is a predetermined value adapted by experiment or the like, and is a frequency lower than the vibration corresponding to the collision. f (1) is a boundary value between the vibration based on the collision and the low-frequency vibration corresponding to the movement of the vehicle. If acquired fx is smaller than f (1) (YES in S104), the process proceeds to S112. If not (NO in S104), the process proceeds to S106.

  In S106, HV_ECU 320 determines whether or not acquired Vx is larger than Vth. Vth is a predetermined value adapted by experiment or the like, and is a boundary value between the intensity of vibration corresponding to the collision and the intensity not corresponding to the collision. If acquired Vx is larger than Vth (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S112.

  In S108, HV_ECU 320 determines that the vehicle has collided. In S110, HV_ECU 320 controls SMR 310 so that the contact of SMR 310 is in a cut-off state. In S112, HV_ECU 320 determines that the vehicle has not collided. In S114, HV_ECU 320 determines that the vibration generated in the vehicle is due to high-frequency noise vibration.

  The operation of HV_ECU 320, which is a vehicle control apparatus according to the present embodiment, based on the above-described structure and flowchart will be described.

  For example, when the vehicle is traveling normally, when the vehicle slowly decelerates, accelerates, or turns, the HV_ECU 320 uses the vibration as indicated by point A in FIG. 5 as the intensity and frequency of vibration output from the gyro sensor 304. Characteristics (fx (1), V (1)) are acquired (S100). Since acquired fx (1) is equal to or less than f (2) (NO in S102) and smaller than f (1) (YES in S104), it is determined that no collision has occurred in the vehicle. Is done.

  In addition, when vibration is generated from a road surface or a vehicle vibration source (for example, a drive source such as an engine or a motor generator), the HV_ECU 320 uses the vibration intensity and frequency output from the gyro sensor 304 as B in FIG. Vibration characteristics (fx (3), V (3)) as indicated by the points are acquired (S100). Since acquired fx (3) is larger than f (2) (YES in S102), it is determined that high-frequency noise vibration is occurring in the vehicle.

  On the other hand, when the vehicle collides, the HV_ECU 320 uses the vibration characteristics (fx (2), V (2)) as shown at point C in FIG. 5 as the vibration intensity and frequency acquired from the gyro sensor 304. Obtain (S100). The acquired fx (2) is equal to or less than f (2) (NO in S102) and is equal to or greater than f (1) (S104). Furthermore, acquired V (2) is larger than Vth (YES in S106). Therefore, the HV_ECU 320 determines that the vehicle has collided, and controls the SMR 310 so that the contact is opened and the power supply line is cut off (S110). When control is performed so that the contacts are opened in SMR 310, the supply of power from battery battery 220 for traveling to boost converter 240 is interrupted.

  As described above, according to the vehicle control apparatus of the present embodiment, the HV_ECU collides with the vehicle based on the vibration intensity Vx and the frequency fx generated in the vehicle based on the change in angular acceleration acquired from the navigation system. Determine whether or not. When HV_ECU 320 determines that the vehicle has collided, HV_ECU 320 controls SMR so as to cut off the power supply to the motor generator. That is, it can be determined that the vehicle has collided by determining that the vibration characteristics of the vehicle are substantially the same as the vibration characteristics at the time of the vehicle collision. By using the gyro sensor provided in the navigation system in order to acquire the vibration of the vehicle, it is not necessary to newly provide a device for detecting a collision. Therefore, an increase in the number of parts can be suppressed and an increase in cost can be suppressed. Further, by interrupting the power supply to the motor generator in response to a vehicle collision, it is possible to prevent secondary accidents such as electric leakage in the traveling battery. Therefore, it is possible to provide a vehicle control device that sufficiently utilizes information obtained from equipment mounted on the vehicle and ensures the safety of the vehicle against a collision.

  Further, the vibration frequency of the vehicle during normal travel where no collision occurs is lower than the vibration frequency based on the change in acceleration or angular acceleration during the collision. Therefore, when the vibration frequency acquired in the navigation system is higher than f (1) which is a boundary value with the vibration frequency not at the time of the collision, it is determined that the vibration has occurred when the vehicle collides. be able to. Further, at the time of a vehicle collision, strong vibration is generated by the collision energy. Therefore, when the vibration intensity is greater than Vth in addition to the frequency, it is possible to accurately determine the collision of the vehicle by determining that the vehicle has collided.

  Furthermore, noise vibration is generated in the vehicle due to input from the road surface, the engine, or the motor generator. The frequency of the noise vibration is higher than that of the vibration at the time of collision. Therefore, if the frequency of the vibration generated in the vehicle is higher than f (2), which is the boundary value between the frequency of vibration at the time of collision and the frequency of noise vibration, high-frequency noise vibration occurs instead of collision in the vehicle. Can be judged. Therefore, it is possible to accurately determine the collision of the vehicle based on the acquired vibration.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the vehicle control apparatus which concerns on this Embodiment is mounted. It is a figure which shows the structure of navigation. It is a figure which shows the structure of a gyro sensor. It is a flowchart which shows the control structure of the program performed with HV_ECU which is a control apparatus of the vehicle which concerns on this Embodiment. It is a figure which shows the relationship between the intensity | strength of a vibration, and a frequency.

Explanation of symbols

  120 Engine, 140 Motor Generator, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Travel Battery, 240 Inverter, 242 Boost Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 302 Navigation System, 304 Gyro Sensor 306, navigation ECU, 310 system main relay, 312 vibrator, 314 signal processing circuit, 320 HV_ECU.

Claims (4)

A control device for a vehicle equipped with a navigation system that acquires information for specifying the position of a vehicle by communication with an external device, the vehicle being supplied to a rotating electrical machine as a drive source and the rotating electrical machine A power storage mechanism for storing electric power; and a relay for cutting off power supply from the power storage mechanism to the rotating electrical machine. The navigation system is provided with detection means for detecting a physical quantity related to movement of the vehicle during travel. The navigation system corrects the position of the vehicle based on the detected physical quantity,
An acquisition means for acquiring the intensity and frequency of vibration generated in the vehicle based on the change in the physical quantity from the navigation system;
Determining means for determining whether the vehicle has collided based on the acquired intensity and frequency of vibration;
And a control means for controlling the relay so as to cut off the power supply to the rotating electrical machine when it is determined that the vehicle has collided.   The determination means determines that the vehicle has collided when the frequency of the acquired vibration is higher than a predetermined frequency and the intensity of the acquired vibration is higher than a predetermined intensity. The vehicle control device according to claim 1, comprising means for: The predetermined frequency is a first frequency,
The determination means includes means for determining that the vehicle has not collided when the acquired vibration frequency is higher than a predetermined second frequency higher than the first frequency. The vehicle control device according to claim 2, further comprising:   The vehicle according to any one of claims 1 to 3, wherein the detection means is a sensor that detects an angular velocity or acceleration in at least one of a width direction, a height direction, and a length direction of the vehicle. Control device.

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