JP2018069910A - Warning system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a warning system for a vehicle that can notify surroundings of seriousness that a hybrid vehicle 1 runs while a driver is absent.SOLUTION: A warning system for a vehicle that has at least an engine as a driving source includes: automatically stopping the engine when a predetermined automatic stop condition is met (step S1); when a driver determines to get off the vehicle while the engine automatically stops (step S2); depending on a shift range (step S3); and changing a type of warning (step S4 and S5).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle alarm device.

  Conventionally, in order to prevent the driver from leaving the driver's seat when the vehicle is stopped with creep torque being output from the electric motor, the vehicle door is opened while the vehicle creep torque is being output. Patent Document 1 proposes a technique for notifying a driver of predetermined information when it is detected.

JP 2009-261180 A

  However, in the conventional technique proposed in Patent Document 1, since the notification for suppressing the driver from leaving the driver's seat is uniform regardless of the state of the vehicle, the driver mistakenly When getting off, it is the same notification whether the vehicle is not running or is running. For this reason, the conventional technology has a problem in that it is impossible to notify the surroundings of the severity of the vehicle running without a driver.

  The present invention has been made to solve the above-described problems, and provides a vehicle alarm device that can inform the surroundings of the severity of a vehicle running without a driver. With the goal.

  An alarm device for a vehicle according to the present invention that solves the above-mentioned problem is an alarm device for a vehicle that uses at least an engine as a drive source. An engine control unit that automatically stops the engine when a predetermined automatic stop condition is satisfied; And an alarm unit that issues an alarm when the driver determines that the vehicle is getting off while the engine is automatically stopped, and the alarm unit changes the type of alarm according to the shift range of the vehicle.

  The present invention can provide an alarm device for a vehicle that can inform the surroundings of the severity of the vehicle running without a driver.

FIG. 1 is a configuration diagram illustrating a main part of a hybrid vehicle to which a vehicle alarm device according to an embodiment of the present invention is applied. FIG. 2 is a functional configuration diagram of the vehicle alarm device according to the embodiment of the present invention. FIG. 3 is a flowchart showing an alarm control operation of the vehicle alarm device according to the embodiment of the present invention.

  An alarm device for a vehicle according to an embodiment of the present invention includes an engine control unit that automatically stops an engine when a predetermined automatic stop condition is satisfied, and an engine that An alarm unit that issues an alarm when it is determined that the driver gets off in the state of automatic stop, and the alarm unit changes the type of alarm according to the shift range of the vehicle. As a result, the vehicle alarm device according to the embodiment of the present invention can notify the surroundings of the severity of the vehicle running without a driver.

  Hereinafter, an alarm device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. In this embodiment, an example in which the vehicle alarm device according to the present invention is applied to a hybrid vehicle having an idling stop function, which will be described later, will be described.

  As shown in FIG. 1, a hybrid vehicle 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, drive wheels 5, and an HCU (Hybrid Control Unit) 10 that comprehensively controls the hybrid vehicle 1. An ECM (Engine Control Module) 11 that controls the engine 2, a TCM (Transmission Control Module) 12 that controls the transmission 3, an ISGCM (Integrated Starter Generator Control Module) 13, an INVCM (Invertor Control Module) 14, A low voltage BMS (Battery Management System) 15 and a high voltage BMS 16 are included.

  The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The engine 2 is connected with an ISG (Integrated Starter Generator) 20 and a starter 21. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that starts the engine 2 by rotating when supplied with electric power, and a function of a generator that converts rotational force input from the crankshaft 18 into electric power.

  In this embodiment, the ISG 20 is configured to restart the engine 2 from a stop state by the idling stop function by functioning as an electric motor under the control of the ISGCM 13. The ISG 20 can also assist the traveling of the hybrid vehicle 1 by functioning as an electric motor.

  The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor to give the engine 2 a starting torque. As described above, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stop state by the idling stop function.

  The transmission 3 shifts the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 includes a constantly meshing transmission mechanism 25 including a parallel shaft gear mechanism, a clutch 26 constituted by a normally closed type dry clutch, a differential mechanism 27, and an actuator (not shown).

  The transmission 3 is configured as a so-called AMT (Automated Manual Transmission). The actuator controlled by the TCM 12 switches the gear position in the transmission mechanism 25 and connects and disengages the clutch 26. The differential mechanism 27 is configured to transmit the power output by the speed change mechanism 25 to the drive shaft 23.

  The motor generator 4 is connected to the differential mechanism 27 via a power transmission mechanism 28 such as a chain. The motor generator 4 functions as an electric motor.

  Thus, the hybrid vehicle 1 forms a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle, and at least one of the engine 2 and the motor generator 4 outputs. It is designed to run with power.

  The motor generator 4 also functions as a generator and generates power when the hybrid vehicle 1 travels. The motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the drive wheel 5 so as to be able to transmit power, and is not necessarily connected to the differential mechanism 27.

  The hybrid vehicle 1 includes a first power storage device 30, a low voltage power pack 32 including a second power storage device 31, a high voltage power pack 34 including a third power storage device 33, a high voltage cable 35, and a low voltage cable 36. And.

  The 1st electrical storage apparatus 30, the 2nd electrical storage apparatus 31, and the 3rd electrical storage apparatus 33 are comprised from the rechargeable secondary battery. First power storage device 30 is formed of a lead battery. The second power storage device 31 is a power storage device with higher output and higher energy density than the first power storage device 30.

  The second power storage device 31 can be charged in a shorter time than the first power storage device 30. In the present embodiment, the second power storage device 31 is composed of a lithium ion battery. The second power storage device 31 may be a nickel hydride storage battery.

  The first power storage device 30 and the second power storage device 31 are low-voltage batteries in which the number of cells is set so as to generate an output voltage of about 12V. The 3rd electrical storage apparatus 33 consists of a lithium ion battery, for example.

  The third power storage device 33 is a high voltage battery in which the number of cells is set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31, and generates an output voltage of 100V, for example. The state such as the remaining capacity of the third power storage device 33 is managed by the high voltage BMS 16.

  The hybrid vehicle 1 is provided with a general load 37 and a protected load 38 as electric loads. The general load 37 and the protected load 38 are electric loads other than the starter 21 and the ISG 20.

  The protected load 38 is an electric load that always requires a stable power supply. The protected load 38 includes a stability control device 38A that prevents the skidding of the hybrid vehicle 1, an electric power steering control device 38B that electrically assists the operating force of the steering wheel, and a headlight 38C. The protected load 38 also includes instrument panel lamps and meters (not shown) and a car navigation system.

  The general load 37 is an electric load that is temporarily used without requiring stable power supply as compared with the protected load 38. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

  The low voltage power pack 32 includes switches 40 and 41 and a low voltage BMS 15 in addition to the second power storage device 31. The first power storage device 30 and the second power storage device 31 are connected to the starter 21, the ISG 20, the general load 37 as an electrical load, and the protected load 38 via a low voltage cable 36 so as to be able to supply power. Yes. The first power storage device 30 and the second power storage device 31 are electrically connected in parallel to the protected load 38.

  The switch 40 is provided in the low voltage cable 36 between the second power storage device 31 and the protected load 38. The switch 41 is provided in the low voltage cable 36 between the first power storage device 30 and the protected load 38.

  The low voltage BMS 15 controls charging / discharging of the second power storage device 31 and power supply to the protected load 38 by controlling opening and closing of the switches 40 and 41. When the engine 2 is stopped due to idling stop, the low voltage BMS 15 closes the switch 40 and opens the switch 41, thereby supplying power from the second power storage device 31 having high output and high energy density to the protected load 38. It comes to supply.

  When the engine 2 is started by the starter 21 and when the engine 2 stopped by the idling stop control is restarted by the ISG 20, the low voltage BMS 15 opens the switch 41 and opens the switch 41. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20. When the switch 40 is closed and the switch 41 is opened, power is also supplied from the first power storage device 30 to the general load 37.

  As described above, the first power storage device 30 supplies at least electric power to the starter 21 and the ISG 20 as starters for starting the engine 2. The second power storage device 31 supplies at least power to the general load 37 and the protected load 38.

  The second power storage device 31 is connected so as to be able to supply power to both the general load 37 and the protected load 38. However, the second power storage device 31 preferentially supplies power to the protected load 38 for which stable power supply is always required. Thus, the switches 40 and 41 are controlled by the low voltage BMS 15.

  The low voltage BMS 15 stabilizes the protected load 38 while taking into account the charging state (remaining charge amount) of the first power storage device 30 and the second power storage device 31 and the operation requests to the general load 37 and the protected load 38. Therefore, the switches 40 and 41 may be controlled differently from the above-described example with priority given to operation.

  The high voltage power pack 34 includes an inverter 45, INVCM 14, and high voltage BMS 16 in addition to the third power storage device 33. The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so that electric power can be supplied.

  The inverter 45 is configured to mutually convert AC power applied to the high voltage cable 35 and DC power applied to the third power storage device 33 under the control of the INVCM 14. For example, when powering the motor generator 4, the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power by the inverter 45 and supplies the AC power to the motor generator 4.

  When the motor generator 4 is regenerated, the INVCM 14 converts the AC power generated by the motor generator 4 into DC power by the inverter 45 and charges the third power storage device 33.

  HCU10, ECM11, TCM12, ISGCM13, INVCM14, low voltage BMS15 and high voltage BMS16 are respectively CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), backup data, etc. The computer unit includes a flash memory to be stored, an input port, and an output port.

  The ROMs of these computer units store various constants, various maps, etc., and programs for causing the computer units to function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15 and high voltage BMS 16, respectively. .

  That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units are respectively referred to as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15 and high voltage BMS 16 in this embodiment. Function.

  In this embodiment, the ECM 11 performs idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined stop condition is satisfied, and restarts the engine 2 by driving the ISG 20 via the ISGCM 13 when the predetermined restart condition is satisfied. . For this reason, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

  The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).

  The HCU 10 is connected to the INVCM 14 and the high voltage BMS 16 by a CAN communication line 48. The HCU 10, INVCM 14 and high voltage BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

  The HCU 10 is connected to the ECM 11, the TCM 12, the ISGCM 13 and the low voltage BMS 15 by a CAN communication line 49. The HCU 10, ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 mutually transmit and receive signals such as control signals via the CAN communication line 49.

  As shown in FIG. 2, the ECM 11 in the present embodiment includes an engine control unit 51 that automatically stops the engine 2 when a predetermined automatic stop condition is satisfied, and the driver 2 It has a function as an alarm unit 52 that issues an alarm when it is determined that the user gets off.

  In the present embodiment, the ECM 11 is switched to a mode in which the engine 2 automatically stops by the idling stop function described above and travels only by the power output from the motor generator 4 (hereinafter simply referred to as “EV mode”). Thus, the engine 2 is automatically stopped.

  Therefore, the predetermined automatic stop condition includes a condition for executing the automatic stop of the engine 2 by the idling stop function and a condition for executing the automatic stop of the engine 2 when the traveling mode is switched to the EV mode. .

  The input port of the ECM 11 includes a shift switch 60 that detects a shift range selected by a shift lever (not shown), a driver side door switch 61 that detects whether the driver's door is open or closed, and a driver's seat. Various sensors including a seat belt wearing detection switch 62 for detecting whether the seat belt is in a worn state or a detached state and a seating sensor 63 provided in the driver's seat are connected.

  Various control objects including a speaker device 65 that outputs sound to the interior and exterior of the hybrid vehicle 1 are connected to the output port of the ECM 11. Each sensor and each control target do not need to be directly connected to the ECM 11.

  That is, each sensor and each control target are connected to another computer unit such as the HCU 10, and the ECM 11 receives a detection result of each sensor from the corresponding computer unit, or controls each control via the corresponding computer unit. You may control objects.

  The ECM 11 detects that the driver's seat door switch 61 has been opened by the driver's seat side door switch 61, and that the driver's seat belt has been removed by the seat belt installation detection switch 62. When the condition that either the seating sensor 63 is in the non-detection state is satisfied, it is determined that the driver gets out of the vehicle.

  The ROM of the ECM 11 stores data representing a plurality of sounds corresponding to the alarm level. The ECM 11 can output the sound represented by the data stored in the ROM from the speaker device 65 as an alarm.

  In this embodiment, the ROM of the ECM 11 stores data representing an alarm sound with a relatively low alarm level and a pseudo engine sound with a relatively high alarm level.

  If the shift range detected by the shift switch 60 is a shift range in which the hybrid vehicle 1 can be started, the ISG 20 may be driven and the hybrid vehicle 1 may start when the driver gets off. For this reason, ECM11 makes the grade of an alarm relatively high.

  Specifically, when the driver determines to get off while the engine 2 is automatically stopped, the ECM 11 determines that the shift range detected by the shift switch 60 can start the hybrid vehicle 1. If so, an alarm sound and an engine sound are output.

  If the shift range detected by the shift switch 60 is a shift range in which the hybrid vehicle 1 cannot be started, the possibility that the hybrid vehicle 1 will start when the driver gets off is low. For this reason, ECM11 makes the grade of an alarm relatively low.

  Specifically, when the driver determines to get off while the engine 2 is automatically stopped, the ECM 11 determines that the shift range detected by the shift switch 60 cannot start the hybrid vehicle 1. If so, an alarm sound is output without outputting an engine sound.

  The hybrid vehicle 1 according to the present embodiment selects a parking P range, a reverse R range, an N range that does not transmit driving force, and a forward D range, S range, and L range as the shift range. Is possible.

  In this case, the R range, the D range, the S range, and the L range correspond to shift ranges in which the hybrid vehicle 1 can be started, and the P range and N range are shift ranges in which the hybrid vehicle 1 cannot be started. Equivalent to.

  The alarm control operation of the vehicle alarm device according to the embodiment of the present invention configured as described above will be described with reference to FIG. Note that the alarm control operation described below is repeatedly executed while the ECM 11 is operating.

  First, in step S1, the ECM 11 determines whether or not the engine 2 is automatically stopped. If it is determined that the engine 2 is automatically stopped, the ECM 11 executes the process of step S2. If it is determined that the engine 2 has not been automatically stopped, the ECM 11 ends the alarm control operation.

  In step S2, the ECM 11 determines whether or not the driver gets off. In this process, the ECM 11 detects that the driver's seat door switch 61 has been opened by the driver's seat side door switch 61 and that the driver's seat belt has been removed by the seat belt installation detection switch 62. It is determined that the driver gets off when any of the conditions that the detection is detected and the seating sensor 63 is in the non-detection state, and when neither of the conditions is satisfied, the driver Judged not to get off. When it is determined that the driver gets off, the ECM 11 executes the process of step S3. When it is determined that the driver does not get off, the ECM 11 ends the alarm control operation.

  In step S <b> 3, the ECM 11 determines whether or not the shift range is a shift range in which the hybrid vehicle 1 can start (also simply referred to as “traveling range”). For example, the R range, the D range, the S range, and the L range correspond to the travel range, and the P range and the N range do not correspond to the travel range.

  If the ECM 11 determines that the shift range is the travel range, the ECM 11 executes the process of step S4. If it is determined that the shift range is not the traveling range, the ECM 11 executes the process of step S5.

  In step S4, the ECM 11 outputs an alarm sound and an engine sound as an alarm via the speaker device 65. That is, the ECM 11 relatively increases the alarm level.

  In step S5, the ECM 11 outputs an alarm sound via the speaker device 65 as an alarm. In other words, the ECM 11 relatively lowers the alarm level by not outputting the engine sound.

  The ECM 11 that issued an alarm in step S4 or S5 may start the hybrid vehicle 1 without a driver, such as when the engine start switch is turned off or when it is determined that the driver has returned to the driver's seat. Continue to warn until it runs out.

  As described above, the vehicle alarm device according to the present embodiment changes the type of alarm that is issued when the driver determines that the vehicle 2 gets off in a state where the engine 2 is automatically stopped according to the shift range. For this reason, the alarm device for a vehicle according to the present embodiment can inform the surroundings of the severity of the hybrid vehicle 1 running out without a driver.

  If the shift range is a shift range that allows the hybrid vehicle 1 to start when the driver determines that the vehicle 2 gets off while the engine 2 is automatically stopped, the hybrid vehicle 1 starts without the driver. There is a possibility that.

  For this reason, the vehicle alarm device according to the present embodiment outputs an engine sound in addition to the alarm sound. Therefore, the vehicle alarm device according to the present embodiment can inform the surroundings of the severity of the hybrid vehicle 1 running out without a driver.

  In this embodiment, an example in which the vehicle alarm device according to the present invention is applied to a hybrid vehicle having an idling stop function has been described. However, the present invention is also applied to a vehicle having an idling stop function and using only an engine as a drive source. Can be applied.

  In the present embodiment, the ECM 11 has been described as being capable of causing the speaker device 65 to output an alarm sound and an engine sound as alarms. However, the alarm sounds may be other types such as horn sounds and buzzer sounds. The sound of

  In the present embodiment, the ECM 11 is described as issuing an alarm by outputting sound through the speaker device 65. However, the ECM 11 outputs sound by driving a device that emits sound, such as a radiator fan. An alarm may be issued.

  In the present embodiment, the ECM 11 has been described as issuing an alarm by outputting sound through the speaker device 65. However, the ECM 11 may issue an alarm by turning on a lamp or displaying by a display device. .

  In the present embodiment, the ECM 11 also outputs the alarm described above, that is, the sound output through the speaker device 65, the sound output by driving the device that emits the sound, the lighting of the lamp, and the display by the display device. An alarm may be issued by executing in combination.

  In the present embodiment, the ECM 11 is described as changing the type of alarm according to the shift range, but other factors such as the state of the side brake and the inclination angle of the vehicle in the front-rear direction are further considered. The alarm type may be changed.

  In the present embodiment, the ECM 11 has been described as having the function as the alarm unit 52. However, other controllers such as the HCU 10, TCM 12, ISGCM 13, INVCM 14, the low voltage BMS 15 and the high voltage BMS 16 function as the alarm unit 52. You may make it have.

  Although the embodiments of the present invention have been disclosed above, it is obvious that changes can be made to the embodiments without departing from the scope of the present invention. The embodiments of the present invention are disclosed on the assumption that equivalents with such modifications are included in the invention described in the claims.

1 Hybrid vehicle (vehicle)
2 Engine 51 Engine control unit 52 Alarm unit

Claims (4)

In an alarm device for a vehicle using at least an engine as a drive source,
An engine control unit for automatically stopping the engine when a predetermined automatic stop condition is satisfied;
An alarm unit that issues an alarm when it is determined that the driver gets off in a state where the engine is automatically stopped,
The warning device for a vehicle, wherein the warning section changes a type of warning according to a shift range of the vehicle.   The alarm unit can output an alarm sound and a pseudo engine sound as an alarm, and if the shift range of the vehicle is a shift range capable of starting the vehicle, the alarm sound and the engine sound The vehicle alarm device according to claim 1, wherein:   3. The alarm unit outputs the alarm sound without outputting the engine sound if the shift range of the vehicle is a shift range in which the vehicle cannot be started. Vehicle alarm device.   The alarm unit is configured such that a driver's seat door of the vehicle is opened, a seat belt of the driver's seat of the vehicle is removed, and a seating sensor provided in the driver's seat of the vehicle is not The vehicle according to any one of claims 1 to 3, wherein when any of the conditions for entering the detection state is satisfied, the driver of the vehicle determines to get off. Alarm device.

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