JP2014128109A - Alarm device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To issue an alarm rationally for preventing a state in which abnormality occurs to an electrical system including a rotating electrical machine that drives a vehicle is left unobserved for a long period of time.SOLUTION: An EV alarm lamp 21 and an ETACS-ECU 30 start a first alarm operation by lightening in response to occurrence of an abnormality to an electrical system including a rotating electrical machine. An MID 22 and the ETACS-ECU 30 start a second alarm operation predetermined time after start of the first alarm operation. The ETACS-ECU 30 determines whether an abnormal level is high or low on the basis of seriousness of the abnormality. The MID 22 and the ETACS-ECU 30 determines to set the predetermined time to be shorter if the abnormal level is higher.

Description

  The present invention relates to a warning device mounted on an automobile equipped with an electric system for traveling using an electric motor as a power source.

  A battery abnormality warning device that warns of abnormality of a battery that supplies power to a load mounted on a vehicle is known from Patent Document 1.

  The battery abnormality warning device described in Patent Document 1 warns of battery abnormality only when it is determined that the battery is abnormal.

JP 2012-5314 A

  Even if the automobile as described above is abnormal in a battery or the like, it is not always impossible to immediately travel.

  If the vehicle is capable of traveling, warning of an abnormality only when it is determined to be abnormal may cause the vehicle to be left with an abnormality.

  The present invention provides a warning device capable of rationally performing a warning for preventing a state in which an abnormality has occurred in an electric system for running an automobile using an electric motor as a power source, for a long time. The purpose is to provide.

  A warning device according to a first aspect of the present invention is a warning device for an electric vehicle equipped with a rotating electric machine that drives a vehicle and an electric system including the rotating electric machine, and an abnormality has occurred in the electric system. In response, first warning means for starting the first warning action, second warning means for starting the second warning action after a predetermined time after starting the first warning action, and the severity of the abnormality Determination means for determining the level of the abnormal level, and time determination means for determining the predetermined time to be shorter as the abnormality level determined by the determination means is higher.

  A warning device according to a second aspect of the present invention is the warning device according to the first aspect, wherein the electrical system further includes a control unit that controls the rotating electrical machine, and the determination means detects an abnormality of the rotating electrical machine. It is determined that the abnormality level is higher than the abnormality of the control unit.

  A warning device according to a third aspect of the present invention is the warning device according to the first or second aspect, wherein the electric system further includes a battery module configured of a plurality of battery cells and supplying electric power to the rotating electrical machine. Provided as a power source for the electric motor, the determination means determines that the abnormality level of the battery module is higher than the abnormality of the battery cell.

  According to the present invention, it is possible to provide a warning device capable of rationally performing a warning for preventing a state in which an abnormality has occurred in an electric system including a rotating electrical machine that drives a vehicle from being left for a long time. .

The figure which shows the structure of the motor vehicle carrying the warning device which concerns on one Embodiment of this invention. The block diagram of ETACS-ECU in FIG. The figure which shows an example of a setting table. The figure which shows an example of a waiting time table. The flowchart of a warning process.

  An automobile equipped with a warning device according to an embodiment of the present invention will be described with reference to FIGS.

In the present embodiment, a plug-in hybrid type vehicle is exemplified, but various other types of vehicles (hybrids) equipped with an electric system (hereinafter referred to as an EV system) for running using an electric motor as a power source. The present invention can be similarly applied to automobiles and electric cars.

  FIG. 1 is a diagram showing the configuration of the automobile 100. The automobile 100 includes many elements similar to those of another existing plug-in hybrid type automobile, but FIG. 1 shows only some of the elements.

  The automobile 100 includes a main body 1, front wheels 2a and 2b, rear wheels 3a and 3b, axles 4a, 4b, 5a and 5b, transmission mechanisms 6 and 7, an internal combustion engine 8, a front motor 9, a rear motor 10, a generator 11, and a battery 12. , Inverters 13, 14, 15, contactors 16 a, 16 b, 16 c, 17 a, 17 b, 17 c, external power plug 18, charger 19, power switch 20, EV warning lamp 21, multi-information display (hereinafter referred to as MID) 22 , Wheel speed sensor 23, engine-ECU (electric control unit) 24, front motor control unit (hereinafter referred to as FMCU) 25, rear motor control unit (hereinafter referred to as RMCU) 26, generator control unit (hereinafter referred to as GCU). 27) Battery management unit (Hereinafter, referred to as BMU) 28, OSS (one-touch start system) -ECU29, including ETACS (electric time and alarm control system) -ECU30 and PHEV (plug-in hybrid electric vehicle) -ECU31.

  The main body 1 includes a chassis, a vehicle body, and the like, supports other elements, and forms a space (vehicle compartment) for a passenger to board.

  The front wheels 2a and 2b are fixed to end portions of the axles 4a and 4b, respectively. The rear wheels 3a and 3b are fixed to end portions of the axles 5a and 5b, respectively. The front wheels 2a and 2b and the rear wheels 3a and 3b are grounded to support the main body 1 and rotate to move the main body 1.

  The axles 4a and 4b maintain the relative positional relationship between the main body 1 and the front wheels 2a and 2b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 6 to the front wheels 2a and 2b.

  The axles 5a and 5b maintain the relative positional relationship between the main body 1 and the rear wheels 3a and 3b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 7 to the rear wheels 3a and 3b.

  The transmission mechanism 6 supports the axles 4a and 4b so as to be individually rotatable. Respective rotation shafts 8a, 9a, 11a of the internal combustion engine 8, the front motor 9, and the generator 11 are individually connected to the transmission mechanism 6. The transmission mechanism 6 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like as is well known, and connects the rotary shaft 8a and the axles 4a, 4b, the rotary shaft 8a and the rotary shaft 11a. A connected state, a state where the rotational force of the rotating shaft 8a is distributed and transmitted to the axles 4a, 4b and the rotating shaft 11a, a state where the rotating shaft 9a and the axles 4a, 4b are connected, or the axles 4a, 4b are freely rotated. A state to be selectively formed is formed.

  The transmission mechanism 7 supports the axles 5a and 5b so as to be individually rotatable. A rotation shaft 10 a of the rear motor 10 is connected to the transmission mechanism 7. The transmission mechanism 7 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like in a known manner, and freely rotates the axles 5a and 5b in a state in which the rotary shaft 10a and the axles 5a and 5b are connected. A state is selectively formed.

  The internal combustion engine 8 uses the fuel to generate a rotational force, and rotates the rotary shaft 8a. The internal combustion engine 8 typically uses gasoline as a fuel, but may use a fuel other than gasoline such as another fuel oil such as light oil or a gas such as LPG (liquefied petroleum gas). . When the transmission mechanism 6 connects the rotating shaft 8a and the axles 4a and 4b, the internal combustion engine 8 rotates the front wheels 2a and 2b.

  The front motor 9 and the rear motor 10 generate rotational force using electric energy and rotate the rotary shafts 9a and 10a. When the transmission mechanism 6 connects the rotary shaft 9a and the axles 4a and 4b, the front motor 9 rotates the front wheels 2a and 2b. When the transmission mechanism 7 connects the rotating shaft 10a and the axles 5a and 5b, the rear motor 10 rotates the rear wheels 3a and 3b. Rotation angle sensors 9b and 10b are attached to the front motor 9 and the rear motor 10, respectively. The rotation angle sensors 9b and 10b detect the rotation speeds of the front motor 9 and the rear motor 10, respectively.

  The generator (generator) 11 generates power by electromagnetic induction using the rotation of the rotating shaft 11a. When the transmission mechanism 6 connects the rotary shaft 8a and the rotary shaft 11a, the generator 11 generates power using the rotational force generated by the internal combustion engine 8. When the transmission mechanism 6 connects the axles 4a and 4b and the generator 11, the generator 11 generates power using the rotational force of the axles 4a and 4b.

  The battery (battery) 12 is formed by connecting a plurality of battery cells in series to form a battery module, and driving the front motor 9 and the rear motor 10 by adding the direct current generated by each of these battery cells. Generate the required amount of DC power.

  Inverters 13 and 14 convert a direct current output from battery 12 into an alternating current. The inverters 13 and 14 may have a well-known configuration having a switching element such as an IGBT. The inverter 13 operates the front motor 9 by supplying an alternating current to the front motor 9. The inverter 14 operates the rear motor 10 by supplying an alternating current to the rear motor 10. The inverters 13 and 14 change the switching frequency of the switching element, and the current value (output current value) and frequency (output frequency) of the current to be output under the control of the FMCU 25 and the RMCU 26.

  The inverter 15 converts an alternating current generated by the generator 11 into a direct current. The direct current obtained by the inverter 15 is supplied to the battery 12.

  The contactors 16a, 16b, and 16c are interposed between the positive electrode of the battery 12 and the inverters 13, 14, and 15. The contactors 16a, 16b, and 16c turn on / off the electrical connection between the positive electrode of the battery 12 and the inverters 13, 14, and 15 under the control of the PHEV-ECU 31.

  The contactors 17a, 17b, and 17c are interposed between the negative electrode of the battery 12 and the inverters 14, 15, and 16. The contactors 17a, 17b, and 17c turn on / off the electrical connection between the negative electrode of the battery 12 and the inverters 14, 15, and 16 under the control of the PHEV-ECU 31.

  The external power supply plug 18 can be connected to a cable for receiving power supply from an external power source as necessary. When the cable is connected, the external power supply plug 18 electrically connects the cable and the charger 19.

  The charger 19 charges the battery 12 with power supplied from an external power source via a cable connected to the external power supply plug 18.

  The power switch 20 is a switch operated by a user to instruct start and stop of the automobile 100.

  The EV warning lamp 21 is attached to, for example, a meter panel provided in the main body 1 and displays whether or not there is an abnormality in the EV system. For example, an LED (light emitting diode) lamp can be used as the EV warning lamp 21.

  The MID 22 is attached to the above meter panel, for example, and displays various types of information including text messages. For example, an LCD (liquid crystal display) can be used as the MID 22.

  The wheel speed sensor 23 detects the rotational speed of the axle 5b.

  The engine-ECU 24 controls the operation of the internal combustion engine 8.

  The FMCU 25 controls the inverter 13 so as to drive the front motor 9 under the control of the PHEV-ECU 31 so as to obtain a required traveling state.

  The RMCU 26 controls the inverter 14 to drive the rear motor 10 under the control of the PHEV-ECU 31 so as to obtain a required traveling state.

  The GCU 27 controls the inverter 15 so as to obtain a direct current suitable for supply to the battery 12 regardless of a change in the amount of power generated by the generator 11.

  The BMU 28 manages the state of the battery 12 such as voltage and remaining amount.

  When the user operates the power switch 20, the OSS-ECU 29 performs power supply control of each unit after performing authentication communication.

  The ETACS-ECU 30 controls various electrical components mounted on the automobile 100. The electrical components to be controlled by the ETACS-ECU 30 are, for example, the EV warning lamp 21 and the MID 22, and headlights, door mirrors, wipers, door lock mechanisms, indoor lighting fixtures, security alarms, and the like not shown in FIG. . The ETACS-ECU 30 controls various electrical components to realize predetermined operations while appropriately communicating with the PHEV-ECU 31 to acquire necessary information. As an example, the ETACS-ECU 30 automatically deploys the door mirror if the door mirror is in the retracted state when the vehicle speed exceeds a specified value. Further, the ETACS-ECU 30 controls the EV warning lamp 21 and the MID 22 based on information from the PHEV-ECU 31, as will be described later, in order to notify the driver of an abnormality in the EV system.

  The PHEV-ECU 31 performs various control processes related to the traveling of the automobile 100. For example, the PHEV-ECU 31 controls the states of the transmission mechanisms 6 and 7 according to the traveling state of the automobile 100. The PHEV-ECU 31 controls the states of the contactors 16a, 16b, 16c, 17a, 17b, and 17c. As an example, in the EV (electric vehicle) mode drive state, the PHEV-ECU 31 connects the transmission mechanism 6 to the rotating shaft 9a of the front motor 9 and the axles 4a and 4b, and the transmission mechanism 7 to the rear motor 10. While the rotating shaft 10a and the axles 5a and 5b are connected, the contactors 16a, 16b, 16c, 17a, 17b, and 17c are all turned on. In this state, the PHEV-ECU 31 calculates a required traveling output according to an accelerator opening detected by an accelerator opening sensor (not shown), and operates the front motor 9 and the rear motor 10 to obtain the traveling output. To the FMCU 25 and the RMCU 26. In addition to this, the PHEV-ECU 31 controls each part so as to form various operation states as required in another existing plug-in hybrid vehicle.

  Note that the engine-ECU 24, FMCU 25, RMCU 26, GCU 27, BMU 28, OSS-ECU 29, and PHEV-ECU 31 are all connected to a common communication line, and communicate appropriately to exchange information necessary for various controls. .

  Among the above elements, the front motor 9, the rear motor 10, the generator 11, the battery 12, the inverters 13, 14, 15, the contactors 16a, 16b, 16c, 17a, 17b, 17c, the charger 19, the FMCU 25, the RMCU 26, and the GCU 27. The BMU 28 and PHEV (plug-in hybrid electric vehicle) -ECU 31 are components of the EV system.

  FIG. 2 is a block diagram of the ETACS-ECU 30. In FIG. 2, the same parts as those shown in FIG. 1 are denoted by the same reference numerals.

  The ETACS-ECU 30 includes a CPU (central processing unit) 30a, a ROM (read-only memory) 30b, a RAM (random-access memory) 30c, an EEPROM (electrically erasable programmable read-only memory) 30d, and an interface unit (I / F unit). ) 30e and a communication unit 30f. These elements are connected to the bus line 30g.

  The CPU 30a performs information processing for controlling electrical components to be controlled based on the operating system and application programs stored in the ROM 30b and the RAM 30c.

  The ROM 30b stores the above operating system. The ROM 30b may store the above application program.

  The RAM 30c is used as a so-called work area that stores data temporarily used when the CPU 30a performs various processes.

  The EEPROM 30d stores data used when the CPU 30a performs various processes and data generated by the processes in the CPU 30a.

  The application program stored in the ROM 30b or the EEPROM 30d includes a warning program described regarding warning processing to be described later. When this warning program is stored in the EEPROM 30d, the transfer of the ETACS-ECU 30, the unit including the ETACS-ECU 30, or the automobile 100 is generally performed in a state where the warning program is stored in the EEPROM 30d. However, the ETACS-ECU 30, the unit including the ETACS-ECU 30, or the automobile 100 may be transferred in a state where the warning program is not stored in the EEPROM 30d. A separately assigned warning program may be written in the EEPROM 30d. In this case, the warning program can be transferred to a removable recording medium such as a magnetic disk, a magneto-optical disk, an optical disk, or a semiconductor memory, or via a network. The above transfer may be paid or free.

  The interface unit 30e physically and electrically connects electrical components to be controlled. The EV warning lamp 21 and the MID 22 are also connected to the interface unit 30e. The interface unit 30e outputs control information for controlling the connected electrical components under the control of the CPU 30a. Further, the interface unit 30e takes in information output from the connected electrical component and writes it in the RAM 30c.

  The communication unit 30f communicates with the PHEV-ECU 31 under the instruction of the CPU 30a.

  The PHEV-ECU 31 monitors the operating state of the EV system using various known sensors (not shown). When a predetermined abnormality occurs in the EV system, the PHEV-ECU 31 sets the limp home mode. The limp home mode is a mode that allows the vehicle 100 to travel urgently in order to move the vehicle to a safe place. The PHEV-ECU 31 sets one of a plurality of limp home modes according to the content of the abnormality that has occurred. For example, the PHEV-ECU 31 sets one of “Limp home mode 1” to “Limp home mode 6” according to the setting table as shown in FIG. Which limp home mode is associated with each abnormal item in the setting table is arbitrarily determined by the designer of the automobile 100 or the PHEV-ECU 31 in consideration of the seriousness of the abnormal item. Here, the severity of the abnormal item associated with “Limp home mode 1” is the largest, and the severity of the abnormal item associated with “Limp home mode 2” to “Limp home mode 6” decreases in order. However, the severity of the abnormal item associated with “Limp home mode 6” is the lowest.

  When the limp home mode is set, the PHEV-ECU 31 suppresses the traveling output according to the rules associated with each limp home mode. For example, in “Limp home mode 1”, the maximum speed is set lower than other limp home modes.

  The ROM 30b or the EEPROM 30d stores a standby time table that indicates the association between the abnormal level of the EV system and the standby time (predetermined time).

  FIG. 4 is a diagram illustrating an example of the standby time table.

  In the standby time table shown in FIG. 4, different standby times T1 to T6 are associated with the six levels of abnormalities “1” to “6”, respectively. As for the waiting time, T1 is the shortest and becomes longer in the order of T2 to T6. Specific values of the waiting times T1 to T6 may be arbitrarily determined by the designer of the automobile 100 or the PHEV-ECU 31.

  Next, the operation of the automobile 100 configured as described above will be described. The automobile 100 has various functions similar to those of another existing automobile. However, the operations related to these functions are the same as those of another existing automobile, and thus detailed description thereof is omitted. In the following, a warning operation regarding an abnormality in the EV system will be described in detail.

  FIG. 5 is a flowchart of warning processing by the CPU 30a. Note that the content of the processing described below is an example, and various processing that can obtain the same result can be used as appropriate.

  Triggered by the PHEV-ECU 31 setting the limp home mode, the CPU 30a starts the warning process shown in FIG. 5 by starting the execution of the warning program stored in the ROM 30b or the EEPROM 30d.

  In step Sa1, the CPU 30a turns on the EV warning lamp 21. Since the limp home mode is set when an abnormality occurs in the EV system, the EV warning lamp 21 is lit immediately after the abnormality occurs in the EV system. This promptly warns the driver that an abnormality has occurred in the EV system. The lighting of the EV warning lamp 21 is an example of the first warning operation, and the first warning means is realized by the EV warning lamp 21 and the CPU 30a (ETACS-ECU 30).

  In step Sa2, the CPU 30a determines an abnormality level according to the severity of the abnormality that has occurred in the EV system. In the present embodiment, the CPU 30a determines the abnormal level based on the limp home mode set by the PHEV-ECU 31. That is, if the PHEV-ECU 31 sets “Limp home mode 1”, the CPU 30a determines that the abnormal level is “1”. Similarly, if the PHEV-ECU 31 has set “Limp home mode 2” to “Limp home mode 6”, the CPU 30a determines the abnormal levels as “2” to “6”, respectively. That is, in this embodiment, the limp home mode is used as an abnormal level as it is. Thus, the CPU 30a (ETACS-ECU 30) functions as a determination unit.

  In step Sa3, the CPU 30a reads the standby time associated with the abnormal level determined in step Sa2 in the standby time table. That is, the CPU 30a functions as a time determination unit.

  In step Sa4, the CPU 30a confirms whether or not the limp home mode is cancelled. If it is determined NO because the limp home mode is set, the CPU 30a proceeds to step Sa5.

  In step Sa5, the CPU 30a checks whether or not the elapsed time after the occurrence of an abnormality in the EV system is equal to or longer than the standby time read in step Sa3. It should be noted that there is no significant time difference between the timing at which an abnormality occurs in the EV system and the timing at which the PHEV-ECU 31 sets the limp home mode or the timing at which the CPU 30a starts the warning process. Therefore, the elapsed time may be obtained as an elapsed time from the timing at which the PHEV-ECU 31 sets the limp home mode, or as an elapsed time from the timing at which the CPU 30a starts the warning process. If it is determined NO because the elapsed time is less than the standby time, the CPU 30a returns to step Sa4.

  Thus, in steps Sa4 and Sa5, the CPU 30a waits for the limp home mode to be canceled or for the elapsed time to be equal to or longer than the waiting time.

  If it is determined YES in step Sa5 because the elapsed time is equal to or longer than the standby time, the CPU 30a proceeds to step Sa6.

  In step Sa6, the CPU 30a controls the MID 22 so as to start displaying a warning message. The warning message is, for example, a text message that requests the driver to stop the automobile 100 in a safe place. The display of the warning message at the MID 22 is an example of the second warning operation, and the second warning means is realized by the MID 22 and the CPU 30a (ETACS-ECU 30).

  In step Sa7, the CPU 30a confirms whether or not the limp home mode has been canceled by the PHEV-CU 31. If the determination is NO because the limp home mode remains set, the CPU 30a returns to step Sa7. That is, in step Sa7, the CPU 30a waits for the limp home mode to be released. If the limp home mode is canceled by the PHEV-CU 31 and it is determined YES in step Sa7, the CPU 30a proceeds to step Sa8.

  In step Sa8, the CPU 30a controls the MID 22 so as to stop displaying the warning message.

  After this, the CPU 30a proceeds to step Sa9. Even if the limp home mode is canceled when the steps Sa4 and Sa5 are in the standby state, and the determination is YES in step Sa4, the CPU 30a passes steps Sa6 to Sa8 and proceeds to step Sa9.

  In step Sa9, the CPU 30a turns off the EV warning lamp 21.

  And CPU30a complete | finishes warning processing with this.

  As described above, according to the automobile 100, when an abnormality occurs in the EV system, first, the driver is warned by turning on the EV warning lamp 21. Thereafter, in response to the elapse of the standby time that is set shorter as the seriousness of the abnormality of the EV system has elapsed, a warning message is displayed on the MID 22 to warn the driver again that an abnormality has occurred in the EV system. To do. For this reason, it is possible to make the driver surely recognize that an abnormality of the EV system has occurred, and it is possible to prevent the driver from being left in such a state.

  By the way, the greater the severity of an abnormality in the EV system, the greater the risk that another abnormality may occur due to the abnormality. Therefore, by changing the waiting time according to the severity of the abnormality in the EV system as described above, a warning message can be displayed at a timing adapted to the magnitude of the risk. Thereby, for example, the following operation is possible.

  That is, when the seriousness of the abnormality of the EV system is relatively large, it is possible to reliably prevent a secondary abnormality from occurring by displaying a warning message within a short period of time. On the other hand, when the seriousness of the abnormality of the EV system is relatively small, the period until the warning message is displayed is lengthened and, for example, it is allowed to self-run to a repair shop or the like.

  The main components of the EV system are elements related to rotating electric machines such as the front motor 9, the rear motor 10, and the generator 11, and elements related to the battery.

  The abnormal items related to the front motor 9 include “front motor overcurrent” and “FMCU internal failure” in the setting table shown in FIG. “Front motor overcurrent” is associated with “Limp home mode 2”, and “FMCU internal failure” is associated with “Limp home mode 6”. Thus, the CPU 30a determines that the abnormal level is “2” when the “front motor overcurrent” occurs, and sets T2 as the standby time. On the other hand, the CPU 30a determines that the abnormality level is “6” when “FMCU internal failure” occurs, and sets T6 as the standby time. Since T2 <T6, when the “front motor overcurrent” occurs, the display of the warning message is started earlier than when the “FMCU internal failure” occurs. In a situation where the “front motor overcurrent” is generated, there is a risk of causing damage to the power supply line between the front motor 9 and the inverter 13 or the inverter 13, for example. On the other hand, in the situation where the “FMCU internal failure” has occurred, there is a relatively low possibility that abnormality of other elements will be caused by, for example, protection processing by the PHEV-ECU 31. From this situation, when “front motor overcurrent” occurs, it can be said that the risk is greater than when “FMCU internal failure” occurs. Warning action can be performed.

  The abnormal items related to the battery 12 include “battery module high temperature” and “cell voltage high voltage” in the setting table shown in FIG. “Battery module high temperature” is associated with “Limp home mode 2”, and “cell voltage high voltage” is associated with “Limp home mode 3”. Thus, the CPU 30a determines that the abnormal level is “2” when “battery module high temperature” occurs, and sets T2 as the standby time. On the other hand, the CPU 30a determines that the abnormal level is “3” when “high cell voltage” occurs, and sets T3 as the standby time. Since T2 <T3, when the “battery module high temperature” occurs, the display of the warning message is started earlier than when the “cell voltage high voltage” occurs. In a situation where the “battery module high temperature” is occurring, the battery 12 may be heated and affect the battery 12 itself or an object disposed around the battery 12. On the other hand, in the situation where the “cell voltage high voltage” has occurred, only some of the many battery cells are abnormal. When the “battery module high temperature” occurs, the “cell voltage high voltage” It can be said that there is a greater risk than the case where "" occurs, but in this embodiment, a reasonable warning operation adapted to such a situation can be performed.

  This embodiment can be variously modified as follows.

  The warning process may be executed by a control unit other than the ETACS-ECU 30 such as the PHEV-ECU 31. Further, a dedicated control unit for performing warning processing may be provided.

  The abnormal level may be determined regardless of the limp home mode.

  Warning actions to be performed when the elapsed time exceeds the standby time include visual display by another method such as lighting of a lamp, audible notification by outputting a warning sound or voice message, or vibrating a handle, etc. It may be replaced with tactile notification by various methods. Moreover, you may implement combining the operation | movement by those several methods.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the component covering different embodiment suitably.

  DESCRIPTION OF SYMBOLS 1 ... Main body, 9 ... Front motor, 10 ... Rear motor, 11 ... Generator, 12 ... Battery, 13, 14, 15 ... Inverter, 16a, 16b, 16c, 17a, 17b, 17c ... Contactor, 19 ... Charger, 21 ... EV warning light, 22 ... MID, 24 ... Engine-ECU, 25 ... FMCU, 26 ... RMCU, 27 ... GCU, 28 ... BMU, 29 ... OSS-ECU, 30 ... ETACS-ECU, 30a ... CPU, 30b ... ROM 30c ... RAM, 30d ... EEPROM, 31 ... PHEV-ECU, 100 ... automobile.

Claims (3)

A rotating electrical machine that drives a vehicle, and a warning device for an electric vehicle equipped with an electrical system including the rotating electrical machine,
First warning means for starting a first warning operation in response to an abnormality occurring in the electrical system;
Second warning means for starting a second warning operation after a predetermined time after starting the first warning operation;
Determination means for determining the level of the abnormal level based on the severity of the abnormality;
A warning device comprising: a time determination unit that determines the predetermined time to be shorter as the abnormality level determined by the determination unit is higher. The electrical system further includes a control unit for controlling the rotating electrical machine,
The warning device according to claim 1, wherein the determination unit determines that the abnormality of the rotating electrical machine is higher than the abnormality of the control unit. The electrical system further includes a battery module that includes a plurality of battery cells and supplies power to the rotating electrical machine,
The warning device according to claim 1, wherein the determination unit determines that the abnormality of the battery module is higher than the abnormality of the battery cell.

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