JP2020050259A - Electric vehicle - Google Patents

Abstract

To provide an electric vehicle that can effectively utilize an on-board space.SOLUTION: An electric vehicle includes: a drive unit for moving a battery mounted to the electric vehicle relatively to a vehicle body of the electric vehicle; and a control unit for controlling the drive unit so as to move the battery relatively before the electric vehicle comes into contact with an external object on the basis of a determination result of a possibility for contact between the electric vehicle and the external object.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to an electric vehicle that travels using electric power stored in a battery.

  In recent years, electric vehicles such as EVs (Electric Vehicles) and HEVs (Hybrid Electric Vehicles) have been widely used. The electric vehicle has a motor as a drive source and a battery for storing electric power for driving the motor. For example, Patent Literature 1 proposes such a vehicle-mounted structure of a battery.

JP 2007-230329 A

  By the way, in such an electric vehicle, it is generally required to effectively use a vehicle-mounted space.

  It is desirable to provide an electric vehicle that can effectively utilize the in-vehicle space.

  An electric vehicle according to an embodiment of the present disclosure includes a driving unit that moves a battery mounted on the electric vehicle relative to a vehicle body of the electric vehicle, and a determination result of a possibility of contact between the electric vehicle and an external object. And a control unit that controls the drive unit such that the battery relatively moves before the electric vehicle comes into contact with the external object.

  According to the electric vehicle according to an embodiment of the present disclosure, it is possible to effectively use a vehicle-mounted space.

1 is a block diagram schematically illustrating a schematic configuration example of an electric vehicle according to an embodiment of the present disclosure. FIG. 2 is a diagram illustrating a detailed configuration example of an actuator in the battery system illustrated in FIG. 1. 2 is a flowchart schematically illustrating an operation example of the battery system illustrated in FIG. 1. FIG. 2 is a diagram schematically illustrating an operation example of the battery system illustrated in FIG. 1 when the electric vehicle illustrated in FIG. 1 contacts a preceding vehicle as an external object. FIG. 2 is a diagram schematically illustrating an operation example of the battery system illustrated in FIG. 1 when a following vehicle as an external object contacts the electric vehicle illustrated in FIG. 1. FIG. 4 is a schematic diagram illustrating a schematic configuration example of an electric vehicle according to Comparative Example 1. FIG. 2 is a schematic diagram illustrating an example of an operation and effect of the electric vehicle including the battery system illustrated in FIG. 1. FIG. 11 is a block diagram schematically illustrating a schematic configuration example of an electric vehicle according to a modified example of the present disclosure. FIG. 9 is a diagram illustrating a detailed configuration example of an actuator in the battery system illustrated in FIG. 8. FIG. 9 is a diagram schematically illustrating an operation example of a battery system when a following vehicle contacts the electric vehicle illustrated in FIG. 8. FIG. 9 is a schematic diagram illustrating a case where a following vehicle contacts an electric vehicle according to Comparative Example 2. FIG. 9 is a schematic diagram illustrating an example of the operation and effect of the electric vehicle including the battery system illustrated in FIG. 8.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The description will be made in the following order.
1. Embodiment (an example in which the battery is moved in a direction opposite to the direction in which the external object exists when there is a possibility that the electric vehicle contacts the external object)
2. Modified example (an example in which the battery is moved below the body of the electric vehicle when there is a possibility of contact)
3. Other modifications

<1. Embodiment>
[Schematic Configuration of Electric Vehicle 1A]
FIG. 1 is a block diagram schematically illustrating a schematic configuration example of an electric vehicle 1A according to an embodiment of the present disclosure. In the following description, the front-rear direction of the electric vehicle 1A is defined as an X direction, the width direction of the electric vehicle 1A is defined as a Y direction, and a direction orthogonal to the X direction and the Y direction is defined as a Z direction. In the X direction, the front direction of the electric vehicle 1A is defined as “front” or “front”, and the rear direction of the electric vehicle 1A is defined as “rear” or “rear”. In the Y direction, the left direction of the electric vehicle 1A is defined as “left”, and the right direction of the electric vehicle 1A is defined as “right”. Further, in the Z direction, the upper direction of the electric vehicle 1A is defined as “upper”, and the lower direction of the electric vehicle 1A is defined as “down”.

  As shown in FIG. 1, the electric vehicle 1A includes a battery system 11, a sensor 12, an acceleration sensor 13, a vehicle speed sensor 14, a communication unit 15, and motors 16a and 16b.

[Battery system 11]
The battery system 11 has a battery 111, an actuator 112, and a control unit 113.

  The battery 111 is mounted on the electric vehicle 1A, and is configured to store electric power used for the electric vehicle 1A. Specifically, DC power stored in battery 111 is converted to AC power by an inverter (not shown) when electric vehicle 1A is accelerated, and the converted AC power is supplied to motors 16a and 16b. When the electric vehicle 1A is decelerated, the AC power generated by the regenerative control of the motors 16a and 16b is converted into DC power using the above-described inverter, and the converted DC power is stored in the battery 111. You. The battery 111 is, for example, a secondary battery such as a lithium ion battery. The battery 111 corresponds to a specific example of “battery” in the present disclosure.

  The actuator 112 is configured to move the battery 111 relatively to the vehicle body of the electric vehicle 1A. In the present embodiment, the actuator 112 is disposed, for example, under the floor near the center of the vehicle body of the electric vehicle 1A. The actuator 112 corresponds to a specific example of “driving unit” in the present disclosure.

  The control unit 113 is connected to the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15. The control unit 113 controls the actuator 112 so that the battery 111 relatively moves before the electric vehicle 1A comes into contact with the external object based on a determination result of the possibility of contact between the electric vehicle 1A and the external object, which will be described later. Is configured to be controlled.

  For example, based on at least one of the signals output from the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15, the control unit 113 may perform contact possibility between the electric vehicle 1A and an external object, which will be described later. Is determined. The control unit 113 is configured to control the actuator 112 as described above, based on the determination result of the possibility of contact.

  Further, for example, the control unit 113 determines whether or not the contact possibility between the electric vehicle 1A and the following vehicle SV obtained by the following vehicle SV (see FIG. 5 described later) traveling behind the electric vehicle 1A is obtained. Based on the above, it is configured to control the actuator 112 as described above.

  The control unit 113 is configured by, for example, a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ROM stores a control program for implementing a preset operation and data such as various tables. The control unit 113 corresponds to a specific example of “control unit” in the present disclosure.

[Sensor 12]
The sensor 12 is configured to detect an external environment in front of the electric vehicle 1A. The sensor 12 is, for example, a camera device. The camera device includes, for example, a solid-state imaging device, and is configured to acquire image information by photographing an external environment in front of the electric vehicle 1A. Such a camera device may be, for example, a stereo camera, a monocular camera, a monochrome camera, a color camera, or the like. In this case, the camera device may be provided on the front side of the passenger compartment of the electric vehicle 1A in the traveling direction of the electric vehicle 1A. The sensor 12 outputs a signal indicating a detection result based on the acquired image information to the control unit 113.

  The sensor 12 may be, for example, a radar device. When the sensor 12 is a radar device, the radar device is configured to receive a reflected wave from a three-dimensional object existing around the front of the electric vehicle 1A. The radar device is configured to acquire distance information indicating a distance between the electric vehicle 1A and a three-dimensional object around the front based on the received reflected wave. Such a radar device may be, for example, a millimeter wave radar or a laser radar. The sensor 12 outputs a signal indicating a detection result based on the acquired distance information to the control unit 113.

[Acceleration sensor 13]
The acceleration sensor 13 is configured to detect acceleration (deceleration) in both the X and Y directions of the electric vehicle 1A, that is, in the horizontal direction. The acceleration sensor 13 outputs a signal indicating the detection result to the control unit 113.

[Vehicle speed sensor 14]
The vehicle speed sensor 14 is configured to detect the speed (vehicle speed) of the electric vehicle 1A. Vehicle speed sensor 14 outputs a signal indicating the detection result to control unit 113.

[Communication unit 15]
The communication unit 15 is configured to perform inter-vehicle communication between the electric vehicle 1A and a following vehicle SV (see FIG. 5 described later) traveling behind the electric vehicle 1A. For example, when the following vehicle SV determines the possibility of contact between the electric vehicle 1A and the following vehicle SV, the communication unit 15 receives a signal indicating the determination result from the following vehicle SV using the above-described inter-vehicle communication. , And outputs the received signal to the control unit 113. In addition, the communication unit 15 may be configured to perform inter-vehicle communication between the electric vehicle 1A and a preceding vehicle PV (see FIG. 4 described later) traveling ahead of the electric vehicle 1A. In this case, using the inter-vehicle communication, the communication unit 15 receives signals output from the acceleration sensor and the vehicle speed sensor provided in the preceding vehicle PV from the preceding vehicle PV, and transmits the received signals to the control unit 113. May be output.

[Motor 16a and motor 16b]
The motor 16a is arranged on the front side of the vehicle body of the electric vehicle 1A, and is configured to drive the front wheels of the electric vehicle 1A under the control of an ECU (Electronic Control Unit) not shown.

  The motor 16b is arranged on the rear side of the vehicle body of the electric vehicle 1A, and is configured to drive the rear wheels of the electric vehicle 1A under the control of the ECU.

  The motor 16a and the motor 16b each function as a running motor when the electric vehicle 1A is accelerated. Specifically, the motor 16a is configured to drive the front wheels by receiving the power supply from the battery 111, and the motor 16b is configured to drive the rear wheels by receiving the power supply from the battery 111. I have. The motor 16a and the motor 16b each function as a power generation motor when the electric vehicle 1A is decelerated. Specifically, the motor 16a is configured to convert the kinetic energy of the front wheels into regenerative power, and the motor 16b is configured to convert the kinetic energy of the rear wheels into regenerative power. Then, the regenerative electric power generated by the motor 16a and the motor 16b is stored in the battery 111 as described above.

[Detailed Configuration of Actuator 112]
FIG. 2 illustrates a detailed configuration example of the actuator 112 in the battery system 11 illustrated in FIG. In the present embodiment, the actuator 112 has a stage 120 and a slide section 130 as shown in FIG.

  The stage 120 is configured to mount the battery 111, and is slidable on the slide portion 130 in, for example, the X direction.

  The slide unit 130 is configured to slide the stage 120 in the X direction. The slide section 130 has a pair of rails 131a and 131b, a motor 132, a slide shaft 133, and a holding section 134. The pair of rails 131a and 131b extend in the X direction, and hold the stage 120 slidably in the X direction. The motor 132 is configured to rotate the slide shaft 133 around the axis of the slide shaft 133 according to a drive signal from the control unit 113. One end of the slide shaft 133 is connected to the motor 132, and the other end is held by the holding unit 134. The slide shaft 133 is configured to be rotated around the axis of the slide shaft 133 by driving of the motor 132, thereby moving the stage 120 in the X direction.

  With such a configuration, the actuator 112 is configured to relatively move the battery 111 in the X direction with respect to the vehicle body of the electric vehicle 1A.

[motion]
Subsequently, an operation example of the battery system 11 of the electric vehicle 1A according to the present embodiment will be described in detail with reference to FIGS. FIG. 3 is a flowchart illustrating an operation example of the battery system 11 illustrated in FIG. FIG. 4 schematically shows an operation example of the battery system 11 shown in FIG. 1 when the electric vehicle 1A comes into contact with the preceding vehicle PV as an external object. FIG. 5 schematically illustrates an operation example of the battery system 11 illustrated in FIG. 1 when the following vehicle SV as an external object contacts the electric vehicle 1A. 4 and 5, illustration of the control unit 113, the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 is omitted to simplify the illustration.

  In addition, the control unit 113 of the electric vehicle 1A is configured to control the actuator 112 as described above based on the determination result of the possibility of contact between the electric vehicle 1A and the following vehicle SV obtained by the following vehicle SV. Have been. Therefore, the following vehicle SV may perform the processes in steps S101 to S103 described below. In this case, the following vehicle SV includes a sensor, an acceleration sensor, a vehicle speed sensor, and a communication unit having the same or similar configuration as the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 provided in the electric vehicle 1A. ing. Then, the following vehicle SV determines the possibility of contact between the electric vehicle 1A and the following vehicle SV based on at least one of these sensors, the acceleration sensor, the vehicle speed sensor, and each signal output from the communication unit. Has a control unit configured as described above.

  As shown in FIG. 3, first, the control unit 113 acquires a parameter based on at least one of the signals output from the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 (Step S101). ). Such parameters include, for example, a forward distance parameter, a speed parameter, and a deceleration parameter. The “deceleration parameter” can be rephrased as an “acceleration parameter” as a parameter related to acceleration.

  Next, the control unit 113 obtains a contact possibility parameter based on the parameter acquired in step S101 (step S102). The contact possibility parameter is a parameter used for determining whether or not there is a contact possibility indicating a possibility of contact between the electric vehicle 1A and an external object.

  Next, the control unit 113 determines whether there is a possibility of contact between the electric vehicle 1A and the external object based on the contact possibility parameter obtained in step S102 (step S103).

  In step S103, when it is determined that there is a possibility of contact (step S103: Y), the control unit 113 of the electric vehicle 1A moves the battery 111 relatively before the electric vehicle 1A contacts an external object. Thus, the actuator 112 is controlled (step S104).

  When it is determined in step S103 that there is no possibility of contact (step S103: N), the control unit 113 returns the process to step S101.

  After controlling the actuator 112 in step S104, the control unit 113 ends the process.

  When the external object is the following vehicle SV, the control unit of the following vehicle SV performs the same processing as in steps S101 to S103 in FIG. 3 and transmits a signal indicating a determination result of contact possibility to the communication of the electric vehicle 1A. Transmit to the unit 15. Specifically, when it is determined in step S103 that there is a possibility of contact (step S103: Y), the control unit of the following vehicle SV next outputs a signal indicating a result of the determination of contact possibility to the electric vehicle 1A. The information is transmitted to the communication unit 15. The control unit 113 of the electric vehicle 1A operates the actuator based on the signal indicating the determination result received by the communication unit 15 so that the battery 111 relatively moves before the electric vehicle 1A and the following vehicle SV come into contact with each other. 112 is controlled.

  Hereinafter, an example in which the electric vehicle 1A contacts an external object in front of the electric vehicle 1A, and an example in which the electric vehicle 1A contacts a subsequent vehicle SV as an external object behind the electric vehicle 1A will be referred to. Next, an operation example of the battery system 11 will be described in detail.

[A. When the electric vehicle 1A comes into contact with a front external object]
In step S101, when the sensor 12 is a camera device, the control unit 113 determines a forward distance FD between the electric vehicle 1A and an external object in front of the electric vehicle 1A based on image information obtained by the camera device. (See FIG. 4) is acquired as a forward distance parameter. Also, based on the image information obtained by the camera device, the deceleration of the external object in front of the electric vehicle 1A is obtained as a deceleration parameter of the external object, and the speed of the external object is obtained as a speed parameter of the external object. I do. When the sensor 12 is a radar device, the control unit 113 acquires the forward distance FD as a forward distance parameter based on the distance information obtained by the radar device. Further, based on the distance information obtained by the radar device, the deceleration of the external object in front of the electric vehicle 1A is obtained as a deceleration parameter of the external object, and the speed of the external object is obtained as a speed parameter of the external object. I do.

  Further, the control unit 113 acquires the deceleration of the electric vehicle 1A detected by the acceleration sensor 13 as a deceleration parameter of the electric vehicle 1A, and obtains the vehicle speed of the electric vehicle 1A detected by the vehicle speed sensor 14 of the electric vehicle 1A. Get as speed parameter. Here, the acceleration sensor 13 is used to acquire the deceleration of the electric vehicle 1A, but the sensor 12 may be used instead of the acceleration sensor 13 to acquire the deceleration of the electric vehicle 1A. Further, the vehicle speed of the electric vehicle 1A may be obtained using the sensor 12 instead of the vehicle speed sensor 14.

  When the external object in front of electric vehicle 1A is preceding vehicle PV (see FIG. 4) located in front of electric vehicle 1A, control unit 113 may acquire the parameters as follows.

  For example, the communication unit 15 receives each signal output from the acceleration sensor or the vehicle speed sensor provided in the preceding vehicle PV from the preceding vehicle PV by performing inter-vehicle communication between the electric vehicle 1A and the preceding vehicle PV. Then, the received signal is output to control section 113. Then, the control unit 113 acquires the deceleration of the preceding vehicle PV as a deceleration parameter of the preceding vehicle PV based on these signals related to the preceding vehicle PV output from the communication unit 15, and sets the vehicle speed of the preceding vehicle PV as the preceding vehicle. It may be obtained as a speed parameter of the vehicle PV.

  Next, in step S102, the control unit 113 obtains the above-described contact possibility parameter based on at least one of the various parameters acquired in step S101 (step S102).

  For example, the control unit 113 may calculate, as the contact possibility parameter, a deceleration of the electric vehicle 1A necessary to avoid contact between the electric vehicle 1A and an external object in front of the electric vehicle 1A. The control unit 113 calculates the deceleration based on, for example, the forward distance parameter, the deceleration parameter of the electric vehicle 1A and the external object, and the speed parameter of the electric vehicle 1A and the external object. Hereinafter, such a deceleration is referred to as “necessary deceleration”.

  Next, in step S103, based on the contact possibility parameter obtained in step S102, the control unit 113 determines the possibility of contact between the electric vehicle 1A and an external object in front of the electric vehicle 1A. Is determined.

  For example, the control unit 113 may determine whether or not the above-described required deceleration can be obtained in the electric vehicle 1A as the determination of the possibility of contact. For example, as a result of calculating the required deceleration in step S102, when determining that the required deceleration cannot be obtained or difficult to obtain in electric powered vehicle 1A, control unit 113 determines that there is a possibility of contact. . When determining that such a required deceleration can be obtained in electric vehicle 1A, control unit 113 determines that there is no possibility of contact.

  In step S103, when it is determined that there is a possibility of contact between the electric vehicle 1A and an external object ahead of the electric vehicle 1A (step S103: Y), the control unit 113 performs the following control. That is, in step S104, the control unit 113 controls the actuator 112 such that the battery 111 relatively moves before the electric vehicle 1A comes into contact with the external object.

  For example, as illustrated in FIG. 4, when the external object determined to have a possibility of contact is the preceding vehicle PV traveling in front of the electric vehicle 1A, the control unit 113 causes the electric vehicle 1A and the preceding vehicle PV to come into contact with each other. Before the operation, the actuator 112 is controlled so that the battery 111 relatively moves toward the rear side (the direction of the arrow D1) of the vehicle body of the electric vehicle 1A. That is, control unit 113 controls actuator 112 such that battery 111 moves in a direction opposite to the direction in which preceding vehicle PV exists (forward of electric vehicle 1A) (back of electric vehicle 1A).

  Thereby, the battery 111 is moved to the rear side of the vehicle body (in the direction of the arrow D1) by the actuator 112, and the mounting position of the battery 111 is moved to the rear side of the vehicle body. As a result, a space LF is formed between the motor 16a and the battery 111. The space LF reduces the possibility that the motor 16a will come into contact with the battery 111 when the electric vehicle 1A comes into contact with the preceding vehicle PV, as described later.

  When it is determined in step S103 that there is no possibility of contact (step S103: N), the control unit 113 returns the process to step S101. After driving the actuator 112 in step S104, the control unit 113 ends the process.

[B. When the electric vehicle 1A comes into contact with a rear external object (following vehicle)]
When the electric vehicle 1 </ b> A comes into contact with an external object behind the electric vehicle 1 </ b> A (hereinafter, the following vehicle SV), the actuator 112 is controlled based on the contact possibility determination result obtained by the following vehicle SV. .

  In step S101, when the sensor is a camera device, the control unit of the following vehicle SV determines the inter-vehicle distance RD (between the electric vehicle 1A and the following vehicle SV based on image information obtained by the camera device. 5 is acquired as a forward distance parameter. Further, based on the image information obtained by the camera device, the deceleration of the electric vehicle 1A is obtained as a deceleration parameter of the electric vehicle 1A, and the speed of the electric vehicle 1A is obtained as a speed parameter of the electric vehicle 1A. When the above-mentioned sensor is a radar device, the control unit of the following vehicle SV acquires the inter-vehicle distance RD as a forward distance parameter based on the distance information obtained by the radar device. Further, based on the distance information obtained by the radar device, the deceleration of the electric vehicle 1A is obtained as a deceleration parameter of the electric vehicle 1A, and the speed of the electric vehicle 1A is obtained as a speed parameter of the electric vehicle 1A.

  Further, the control unit of the following vehicle SV acquires the deceleration detected by the acceleration sensor of the following vehicle SV as the deceleration parameter of the following vehicle SV, and also obtains the vehicle speed detected by the vehicle speed sensor of the following vehicle SV. As the speed parameter of Instead of this acceleration sensor, the deceleration of the following vehicle SV may be obtained using a sensor of the following vehicle SV. Further, the vehicle speed of the following vehicle SV may be obtained using a sensor of the following vehicle SV instead of the vehicle speed sensor.

  Note that the control unit of the following vehicle SV may acquire the parameters as follows. For example, the communication unit of the succeeding vehicle SV performs the above-described inter-vehicle communication with the communication unit 15 of the electric vehicle 1A, and thereby outputs signals output from the acceleration sensor 13 and the vehicle speed sensor 14 of the electric vehicle 1A from the electric vehicle 1A. It receives and outputs the received signal to the control unit of the following vehicle SV. The control unit of the following vehicle SV acquires the deceleration of the electric vehicle 1A as the deceleration parameter of the electric vehicle 1A based on these signals related to the electric vehicle 1A output from the communication unit of the following vehicle SV, and The vehicle speed of the vehicle 1A may be acquired as a speed parameter of the electric vehicle 1A.

  Next, in Step S102, the control unit of the following vehicle SV obtains the above-described contact possibility parameter based on at least one of the various parameters acquired in Step S101 (Step S102).

  For example, the control unit of the following vehicle SV may calculate the deceleration of the following vehicle SV necessary to avoid contact between the electric vehicle 1A and the following vehicle SV as the contact possibility parameter. The control unit of the following vehicle SV calculates the deceleration based on, for example, the forward distance parameter, the deceleration parameters of the electric vehicle 1A and the following vehicle SV, and the speed parameters of the electric vehicle 1A and the following vehicle SV. Hereinafter, such a deceleration is referred to as “necessary subsequent vehicle deceleration”.

  Next, in step S103, the control unit of the following vehicle SV determines whether or not there is a contact possibility indicating the possibility of contact between the electric vehicle 1A and the following vehicle SV based on the contact possibility parameter obtained in step S102. I do.

  For example, the control unit of the following vehicle SV may determine whether or not the necessary following vehicle deceleration can be obtained in the following vehicle SV as the determination of the possibility of contact. For example, if the control unit of the following vehicle SV calculates the necessary following vehicle deceleration in step S102 and determines that the necessary following vehicle deceleration cannot be obtained or is difficult to obtain in the following vehicle SV, It is determined that there is a possibility. When the control unit of the following vehicle SV determines that such a necessary following vehicle deceleration can be obtained in the following vehicle SV, it determines that there is no possibility of contact.

  If it is determined in step S103 that there is a possibility of contact between the electric vehicle 1A and the following vehicle SV (step S103: Y), then the control unit of the following vehicle SV outputs a signal indicating a determination result of the possibility of contact. This is transmitted to the communication unit 15 of the electric vehicle 1A. Specifically, the control unit of the following vehicle SV performs inter-vehicle communication between the electric vehicle 1A and the following vehicle SV using the communication unit of the following vehicle SV, and outputs a signal indicating a determination result of contact possibility. This is transmitted to the communication unit 15 of the vehicle 1A. The communication unit 15 outputs a signal indicating the received contact possibility determination result to the control unit 113. The control unit 113 controls the actuator 112 based on the determination result obtained by the following vehicle SV such that the battery 111 relatively moves before the electric vehicle 1A and the following vehicle SV come into contact with each other. I do.

  For example, as illustrated in FIG. 5, when the external object determined to have a possibility of contact is the following vehicle SV traveling behind the electric vehicle 1A, the control unit 113 determines that the electric vehicle 1A is in contact with the following vehicle SV. Before the operation, the actuator 112 is controlled such that the battery 111 relatively moves toward the front side (the direction of the arrow D2) of the vehicle body of the electric vehicle 1A. That is, the control unit 113 controls the actuator 112 such that the battery 111 moves in a direction (in front of the electric vehicle 1A) opposite to a direction in which the following vehicle SV exists (behind the electric vehicle 1A).

  Thereby, the battery 111 is moved to the front side of the vehicle body (in the direction of arrow D2) by the actuator 112, and the mounting position of the battery 111 is moved to the front side of the vehicle body. As a result, a space LR is formed between the motor 16b and the battery 111. The space LR reduces the possibility that the motor 16b will come into contact with the battery 111 when the electric vehicle 1A comes into contact with the following vehicle SV, as described later.

  In each of the above examples, based on the forward distance parameter, the deceleration parameter of the electric vehicle 1A and the external object, and the required deceleration or the required subsequent vehicle deceleration calculated based on the speed parameters of the electric vehicle 1A and the external object, It is determined whether or not there is a possibility of contact with a front external object. However, the method of calculating the contact possibility parameter and the method of determining whether or not there is contact between the electric vehicle 1A and the external object are not limited to the above-described methods. The calculation of the contact possibility parameter and the determination of the possibility of contact may be performed using any method other than the above-described method of calculating the contact possibility parameter and the method of determining the possibility of contact.

  The control unit 113 or the control unit of the following vehicle SV uses the parameters other than the forward distance parameter, the deceleration parameter of the electric vehicle 1A and the external object, and the parameters other than the speed parameter of the electric vehicle 1A and the external object to obtain the contact possibility parameter. May be calculated or the possibility of contact may be determined. At that time, the control unit 113 or the control unit of the following vehicle SV may use such parameters alone or in combination with one or more of the various parameters described above.

[Action and effect]
Next, an example of the operation and effect of the electric vehicle 1A in the present embodiment will be described in detail with reference to FIGS. FIG. 6 schematically illustrates an example of a schematic configuration of an electric vehicle 101A according to Comparative Example 1. FIG. 7 schematically illustrates an example of the operation and effect of the electric vehicle 1A having the battery system 11 illustrated in FIG. In FIG. 7, illustration of the control unit 113, the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 is omitted to simplify the illustration.

  2. Description of the Related Art In electric vehicles such as EVs (Electric Vehicles) and HEVs (Hybrid Electric Vehicles), it is generally required to effectively use a vehicle-mounted space.

  For example, as shown in FIG. 6, in the electric vehicle 101A according to Comparative Example 1, the space L100a is provided between the motor 16ac that drives the front wheels and the battery 111c that supplies power to the motor 16ac. . This is because when the electric vehicle 101A comes into contact with an external object in front of the electric vehicle 101A, the motor 16ac moves toward the battery 111c due to the impact force applied to the front side of the vehicle body of the electric vehicle 101A, and the battery 111c This is to reduce the possibility of contact with the object. Further, a space L100b is provided between a motor 16bc that drives the rear wheels and a battery 111c that supplies power to the motor 16bc. This is because when the electric vehicle 101A comes into contact with an external object behind the electric vehicle 101A, the motor 16bc moves toward the battery 111c due to the impact force applied to the rear side of the vehicle body of the electric vehicle 101A. This is in order to reduce the possibility of contact with 111c.

  As described above, in the electric vehicle 101A according to Comparative Example 1, the space L100a having a size in consideration of the contact between the electric vehicle 101A and the external object in front is provided between the motor 16ac and the battery 111c. Further, a space L100b having a size in consideration of the contact between the electric vehicle 101A and the external object at the rear is provided between the motor 16bc and the battery 111c.

  By the way, in response to recent demands for higher performance and improved fuel economy of electric vehicles, a larger capacity battery is required. In other words, it is required to mount more batteries on the electric vehicle. In recent years, with the spread of driving support systems, the number of in-vehicle devices installed has been increasing. In other words, it is required to mount more in-vehicle devices on the electric vehicle. Further, from the viewpoint of ensuring the comfort of the occupants, it is desirable to make the space in the vehicle interior as large as possible. However, despite these increasing demands, available vehicle space is limited. Therefore, it is desirable to provide an electric vehicle that can effectively utilize the onboard space.

  Therefore, in the present embodiment, when there is a possibility of contact, control unit 113 controls actuator 112 such that battery 111 relatively moves before electric vehicle 1A and the external object come into contact with each other. . As a result, as shown in FIG. 7, the space in consideration of the contact between the electric vehicle 1A and the external object is moved between the motor 16a and the battery 111 or the motor 16b by the movement of the battery 111 in the direction of the arrow D by the actuator 112. And the battery 111.

  For example, when there is a possibility that the electric vehicle 1A may come into contact with an external object in front of the electric vehicle 1A, the control unit 113 sets the battery 111 to the vehicle body of the electric vehicle 1A before the electric vehicle 1A comes into contact with the external object. The actuator 112 is controlled so as to relatively move to the rear side. Thereby, the battery 111 is moved to the rear side of the vehicle body by the space L1b by the actuator 112, and the mounting position of the battery 111 is moved to the rear side of the vehicle body. As a result, a space (L1a + L1b) having a size obtained by adding the space L1a and a space (a space having a size corresponding to the space L1b) generated by the movement of the battery 111 to the rear side of the vehicle body becomes the motor 16a and the battery 16a. 111. This space (L1a + L1b) is, for example, a space having the same size as the space LF shown in FIG. Such a space (L1a + L1b) reduces the possibility that the motor 16a will contact the battery 111 when the electric vehicle 1A contacts the external object in front.

  Further, for example, when there is a possibility that the electric vehicle 1A and the external object behind the electric vehicle 1A may come into contact with each other, the control unit 113 sets the battery 111 to the electric vehicle 1A before the electric vehicle 1A comes into contact with the external object. The actuator 112 is controlled so as to relatively move toward the front side of the vehicle body. Thereby, the battery 111 is moved to the front side of the vehicle body by the space L1a by the actuator 112, and the mounting position of the battery 111 is moved to the front side of the vehicle body. As a result, a space (L1a + L1b) having a size obtained by adding the space L1b and a space (a space having a size corresponding to the space L1a) generated by the movement of the battery 111 to the front side of the vehicle body becomes the motor 16b and the battery 111 Is formed between This space (L1a + L1b) is a space having the same size as the space LR shown in FIG. 5, for example. Due to such a space (L1a + L1b), the possibility that the motor 16b comes into contact with the battery 111 at the time of contact between the electric vehicle 1A and an external object in the rear is reduced.

  As described above, in the present embodiment, as shown in FIG. 7, unlike the above-described comparative example 1, the space (space L1a + space L1b) in which contact between the electric vehicle 1A and the external object is taken into account by the actuator 112. It is formed by the movement of the battery 111 in the direction of arrow D. Such a space (space L1a + space L1b) is selectively secured between the motor 16a and the battery 111 or between the motor 16b and the battery 111 according to the direction in which the external object exists. .

  As a result, as compared with Comparative Example 1 described above, the space (space L1a + space L1b) in consideration of the contact between the electric vehicle 1A and the external object is increased between the motor 16a and the battery 111 and between the motor 16b and the battery 111. It is not necessary to provide them both in advance. Therefore, in the present embodiment, a space corresponding to one of the space L100a and the space L100b can be omitted as compared with the case of Comparative Example 1. As a result, in the electric vehicle 1A, the size of the space in consideration of the contact between the electric vehicle 1A and the external object can be reduced (substantially halved as compared with Comparative Example 1).

  Therefore, a space corresponding to the reduced size of the space can be secured in the passenger compartment of the electric vehicle 1A as a use other than the countermeasure for contact between the electric vehicle 1A and the external object. Thereby, for example, it becomes possible to mount more batteries 111 in the electric vehicle 1A or to mount more in-vehicle devices. In addition, by increasing the space in the vehicle cabin, the comfort of the occupant can be improved.

  Therefore, according to electric vehicle 1 </ b> A according to the present embodiment, it is possible to effectively use the in-vehicle space.

<2. Modification>
Subsequently, a modified example of the above embodiment will be described. The same components as those in the embodiment are denoted by the same reference numerals, and description thereof will not be repeated.

  FIG. 8 is a block diagram schematically illustrating an example of a schematic configuration of an electric vehicle 1B according to the present modification.

  The electric vehicle 1B includes a battery system 211, a sensor 12, an acceleration sensor 13, a vehicle speed sensor 14, a communication unit 15, and motors 16a and 16b, as shown in FIG.

[Battery system 211]
The battery system 211 has a battery 111, an actuator 212, and a control unit 213.

  The actuator 212 is configured to move the battery 111 relatively to the vehicle body of the electric vehicle 1B, similarly to the actuator 112 in the above embodiment.

  Further, in the present modification, the actuator 212 is disposed on the rear side of the vehicle body of the electric vehicle 1B, for example, below the luggage compartment of the electric vehicle 1B. That is, in this modification, the battery 111 is disposed below the luggage compartment of the electric vehicle 1B. Such an actuator 212 corresponds to a specific example of a “driving unit” in the present disclosure.

  The control unit 213 is connected to the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15, similarly to the control unit 113 in the above embodiment. The control unit 213 is configured to control the actuator 212 such that the battery 111 relatively moves before the electric vehicle 1B and the external object come into contact with each other. In the present modification, the control unit 213 determines the possibility of contact between the electric vehicle 1B obtained by the following vehicle SV as an external object running behind the electric vehicle 1B and the following vehicle SV, The actuator 212 is controlled as described above. The control unit 213 corresponds to a specific example of “control unit” in the present disclosure.

[Actuator 212]
FIG. 9 illustrates a detailed configuration example of the actuator 212 in the battery system 211 illustrated in FIG.

  The actuator 212 is configured to slide the battery 111 in the Z direction. The actuator 212 has a mounting part 250, a main body part 251, a motor 252, a slide shaft 253, and a holding part 254.

  The attachment section 250 is attached to the battery 111 and is slidable along the main body 251 in the Z direction. The attachment part 250 is attached to an arbitrary part of the battery 111, for example. A slide shaft 253 is arranged inside the main body 251. The motor 252 is configured to rotate the slide shaft 253 around the axis of the slide shaft 253 according to a drive signal from the control unit 213. One end of the slide shaft 253 is connected to the motor 252, and the other end is held by the holding unit 254. The slide shaft 253 is configured to rotate around the axis of the slide shaft 253 by driving of the motor 252, thereby moving the mounting portion 250 mounted on the battery 111 in the Z direction.

  With such a configuration, the actuator 212 is configured to relatively move the battery 111 in the Z direction, that is, in the up-down direction with respect to the vehicle body of the electric vehicle 1B.

[motion]
Subsequently, an operation example of the battery system 211 of the electric vehicle 1B in the present modified example will be described in detail with reference to FIG. 10 in addition to FIG. 3 described above. FIG. 10 schematically illustrates an operation example of the battery system 211 when the following vehicle SV comes into contact with the electric vehicle 1B illustrated in FIG. In FIG. 10, illustration of the control unit 213, the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 is omitted for simplification of the illustration.

  The operation of the battery system 211 of this modification is the same as the operation example of the battery system 11 of the above embodiment described with reference to FIG. That is, in step S101 shown in FIG. 3, the control unit of the following vehicle SV acquires the parameter. Next, in step S102, the control unit of the following vehicle SV obtains the above-described contact possibility parameter based on the parameter acquired in step S101. Next, in step S103, the control unit of the following vehicle SV determines the presence or absence of a contact possibility indicating the possibility of contact between the electric vehicle 1B and the following vehicle SV based on the contact possibility parameter obtained in step S102. I do.

  In step S103, for example, when it is determined that the required following vehicle deceleration cannot be obtained (or difficult) in the following vehicle SV, it is determined that there is a possibility of contact between the electric vehicle 1B and the following vehicle SV (step S103). : Y) Next, the control unit of the following vehicle SV transmits a signal indicating the determination result of the possibility of contact to the communication unit 15 of the electric vehicle 1B. Specifically, the control unit of the following vehicle SV transmits a signal indicating the determination result of the contact possibility to the communication unit 15 of the electric vehicle 1B, and the communication unit 15 receives the signal indicating the determination result of the contact possibility. Is output to the control unit 213. The control unit 213 controls the actuator 212 based on the determination result obtained by the following vehicle SV such that the battery 111 relatively moves before the electric vehicle 1B and the following vehicle SV come into contact with each other. I do.

  For example, as shown in FIG. 10, when it is determined that there is a possibility of contact between the electric vehicle 1B and an external object (subsequent vehicle SV) behind the electric vehicle 1B, the control unit 213 performs the following control. That is, the control unit 213 controls the actuator 212 such that the battery 111 moves downward of the vehicle body before the electric vehicle 1B comes into contact with the following vehicle SV.

  Thereby, the battery 111 is moved in the direction of the arrow A1 toward the lower side of the vehicle body by the actuator 212, and the mounting position of the battery 111 is lowered. As a result, a space L1c having a size in consideration of contact between the electric vehicle 1B and the following vehicle SV is formed between the upper surface 111TS of the battery 111 moved below the vehicle body and the rear portion of the rear seat RS of the electric vehicle 1B. Is done. Thereby, at the time of contact between electric vehicle 1B and this succeeding vehicle SV, battery 111 moves toward the rear of rear seat RS due to the impact force applied to the rear side of the vehicle body of electric vehicle 1B, and this rear seat RS The possibility of contact with the object is reduced.

  When the battery 111 is moved downward from the vehicle body, the height of the upper surface 111TS of the battery 111 that has moved downward from the road surface R is equal to the height of the front lower surface SVS of the following vehicle SV from the road surface R. It is better to be the same or lower. Thereby, as described later, when the electric vehicle 1B and the following vehicle SV come into contact with each other (see FIG. 12 described later), the lower surface SVS of the following vehicle SV is placed on the upper surface 111TS of the battery 111 that has moved downward in the space L1c. I will get on. Alternatively, the lower surface SVS of the following vehicle SV comes into contact with the corner 111TC of the battery 111 that has moved downward in the space L1c.

  Subsequently, the operation and effect of the electric vehicle 1B in the present modified example will be described in detail with reference to FIG. 11 and FIG. FIG. 11 is a diagram schematically illustrating a case where a following vehicle SV as an external object contacts the electric vehicle 101B according to Comparative Example 2. FIG. 12 schematically illustrates an example of the operation and effect of the electric vehicle 1 </ b> B having the battery system 211 illustrated in FIG. 8. In FIG. 12, illustration of the control unit 213, the sensor 12, the acceleration sensor 13, the vehicle speed sensor 14, and the communication unit 15 is omitted for simplicity.

  As shown in FIG. 11, in the electric vehicle 101B according to Comparative Example 2, the battery 111c is provided below the luggage compartment of the electric vehicle 101B. A space L100c is provided between the battery 111c and the rear seat RS of the electric vehicle 101B. This is because, when the electric vehicle 101B and the following vehicle SV come into contact with each other (indicated by reference numeral C), the battery 111c causes the arrow A100 toward the rear of the rear seat RS due to the impact force applied to the rear side of the vehicle body of the electric vehicle 101B. This is to reduce the possibility of moving in the direction and contacting the rear seat RS.

  On the other hand, in the present modification, when there is a possibility that the electric vehicle 1B and the external object (follower vehicle SV) may come into contact with each other, the control unit 213 sets the battery 111 relatively before the electric vehicle 1B comes into contact with the external object. The actuator 212 is controlled such that the actuator 212 moves.

  Therefore, when there is a possibility of contact, the battery 111 moves downward of the vehicle body by the actuator 212, for example. As a result, the battery 111 retreats below the vehicle body. Therefore, when the electric vehicle 1B and the following vehicle SV come into contact with each other, it is possible to prevent the battery 111 from moving toward the rear of the rear seat RS and coming into contact with the rear seat RS.

  Accordingly, it is not necessary to provide a space (the space L100c in Comparative Example 2) having a size in consideration of the contact between the electric vehicle 1B and the following vehicle SV at the rear between the battery 111 and the rear seat RS in advance. Therefore, in the present modification, a space corresponding to the space L100c can be omitted as compared with the case of Comparative Example 2, and the size of the space in the electric vehicle 1B in consideration of the contact between the electric vehicle 1B and the following vehicle SV is considered. Can be reduced.

  Therefore, the space corresponding to the reduced size of the space is used as a purpose other than the countermeasure for contact between the electric vehicle 1B and the external object (the following vehicle SV) in the vehicle interior of the electric vehicle 1B (in this modification, the battery 111 (Between the rear seat RS). As a result, for example, it becomes possible to mount more batteries 111 in the electric vehicle 1B or to mount more in-vehicle devices. In addition, by increasing the space in the vehicle cabin, the comfort of the occupant can be improved. Therefore, also in the electric vehicle 1B according to the present modified example, it is possible to effectively use the in-vehicle space.

  Further, in the present modified example, when there is a possibility of contact, the control unit 213 controls the actuator 212 such that the battery 111 moves downward of the vehicle body.

  Therefore, as shown in FIG. 12, when the electric vehicle 1 </ b> B and the following vehicle SV come into contact with each other (indicated by reference numeral C), the lower surface SVS of the following vehicle SV moves in the space L <b> 1 c to the position of the battery 111 that has moved below the vehicle body. Ride on the upper surface 111TS. Alternatively, the lower surface SVS of the following vehicle SV abuts on the corner 111TC of the battery 111 that has moved downward from the vehicle body in the space L1c. The corner 111TC of the battery 111 is a portion of the upper surface 111TS of the battery 111 that is located on the side facing the following vehicle SV.

  As described above, when the lower surface SVS of the following vehicle SV rides on the upper surface 111TS of the battery 111 that has moved downward or comes into contact with the corner 111TC, the battery 111 moves downward in the direction of the arrow A2 in the direction of the arrow A2. Will be moved to. This further reduces the possibility that the battery 111 will come into contact with the rear part of the rear seat RS at the time of contact between the electric vehicle 1B and the following vehicle SV.

  Therefore, according to the electric vehicle 1B in the present modification, when the electric vehicle 1B and the following vehicle SV come into contact with each other, the possibility that the battery 111 comes into contact with the rear portion of the rear seat RS is further reduced, and the vehicle space is reduced. Can be effectively used.

<3. Other Modifications>
As described above, the present disclosure has been described with reference to the embodiments and the modifications, but the present disclosure is not limited to these embodiments and the like, and various modifications are possible.

  For example, the configuration (type, shape, arrangement, number, and the like) of each member in the battery system 11 or 211 is not limited to that described in the above-described embodiment and the like. That is, the configuration of each of these members (for example, the battery 111, the actuator 112 (or 212), the control unit 113 (or 213), and the like) may be in other forms, shapes, arrangements, numbers, and the like. Also, the values, ranges, magnitude relationships, and the like of the various parameters described in the above-described embodiments and the like are not limited to those described in the above-described embodiments and the like, and other values, ranges, and magnitude relationships may be used. Good.

  In the above-described embodiment and the like, the configuration in which the electric vehicle 1A or 1B has the motor 16a disposed on the front side of the vehicle body and the motor 16b disposed on the rear side of the vehicle body as a power source has been described as an example. However, it is not limited to this configuration. For example, the electric vehicle 1A or 1B may have a motor as a power source mounted only on the front side of the vehicle body or only on the rear side of the vehicle body. Further, in the above embodiments and the like, the electric vehicle 1A or 1B has been described as an example in which the electric vehicle 1A or 1B is an EV having a motor as a drive source. However, the electric vehicle 1A or 1B has a motor as a drive source and a drive source. HEV provided with an engine as an engine.

  In the above-described embodiment and the like, the configuration in which the actuator 112 moves the battery 111 in the X direction by the combination of the motor 132 and the slide shaft 133 has been described as an example. Also, an example has been described in which the actuator 212 moves the battery 111 in the Z direction by a combination of the motor 252 and the slide shaft 253. However, the configurations of the actuator 112 and the actuator 212 are not limited to this example, and for example, a configuration using a linear motor may be adopted. Furthermore, in the above-described embodiment and the like, the configuration in which the battery 111 is mounted on the stage 120 of the actuator 112 has been described as an example. However, the configuration of the actuator 112 shown in FIG. It may be suspended below 120.

  In the above-described embodiment and the like, the configuration in which the battery 111 supplies power to the motor 16a and the motor 16b as the traveling motor has been described as an example, but the configuration is not limited to this. The battery 111 may be, for example, a battery that supplies power to various electric loads provided in the electric vehicle 1A or 1B. Examples of such an electric load include devices with a lower load than the traveling motor, such as a wiper device, a headlight, an instrument panel, and various controllers. In this case, the battery 111 may be, for example, a lead battery. When the control unit 113 or 213 determines that there is a possibility of contact, both the battery 111 that supplies power to the traveling motor and the battery 111 that supplies power to the electric load are moved by the actuator 112 or 212. May be adopted.

  In the above embodiment and the like, the case where the external object is a running vehicle such as the preceding vehicle PV or the following vehicle SV has been described as an example, but the present invention is not limited to this example. The external object may be an obstacle such as a stopped vehicle, a building, a structure, and a terrain, for example.

  In the above-described embodiment and the like, when the following vehicle SV comes into contact with the electric vehicle 1A (1B), the control unit 113 (213) uses the actuator 112 (based on the determination result of the possibility of contact obtained by the following vehicle SV). 212) has been described by way of example. However, the control unit 113 (213) may determine whether there is a possibility of contact between the electric vehicle 1A (1B) and an external object behind the electric vehicle 1A (1B). That is, the control unit 113 (213) may obtain a determination result on the possibility of contact between the electric vehicle 1A (1B) and an external object behind the electric vehicle 1A (1B).

  For example, in step S101, the control unit 113 (213) is provided in the following vehicle SV by performing inter-vehicle communication between the electric vehicle 1A (1B) and the following vehicle SV using the communication unit 15. Each signal output from the sensor, the acceleration sensor, and the vehicle speed sensor is acquired from the following vehicle SV. Then, the control unit 113 (213) acquires, for example, the following parameters based on these signals regarding the following vehicle SV obtained from the communication unit 15. For example, the control unit 113 (213) sets the inter-vehicle distance RD between the electric vehicle 1A (1B) and the following vehicle SV behind the electric vehicle 1A (1B) as a rear distance parameter, and sets the deceleration of the following vehicle SV as the following. The deceleration parameter of the vehicle SV and the vehicle speed of the following vehicle SV are acquired as the speed parameters of the following vehicle SV.

  Further, the control unit 113 (213) acquires the deceleration of the electric vehicle 1A (1B) detected by the acceleration sensor 13 as a deceleration parameter of the electric vehicle 1A (1B), and obtains the electric deceleration detected by the vehicle speed sensor 14. The vehicle speed of the vehicle 1A (1B) is acquired as a speed parameter of the electric vehicle 1A (1B). The deceleration of the electric vehicle 1A (1B) may be obtained by using the sensor 12 instead of the acceleration sensor 13. Further, the vehicle speed of the electric vehicle 1A (1B) may be obtained using the sensor 12 instead of the vehicle speed sensor 14.

  Note that the deceleration of the electric vehicle 1A (1B) may be obtained using a sensor provided in the following vehicle SV instead of the acceleration sensor 13. Further, the vehicle speed of the electric vehicle 1A (1B) may be acquired using a sensor provided in the following vehicle SV instead of the vehicle speed sensor 14. Further, instead of inter-vehicle communication between the electric vehicle 1A (1B) and the following vehicle SV using the communication unit 15, the electric vehicle 1A (1B) is connected to the electric vehicle 1A (1B) using a rear sensor provided in the electric vehicle 1A (1B). The inter-vehicle distance RD with the following vehicle SV, the deceleration of the following vehicle SV, and the vehicle speed of the following vehicle SV may be acquired. This rear sensor has, for example, a configuration similar to that of the sensor 12, and is configured to detect an external environment behind the electric vehicle 1A.

  Next, in step S102, the control unit 113 (213) obtains the above-described contact possibility parameter based on at least one of the various parameters acquired in step S101 (step S102).

  For example, the control unit 113 (213) may calculate, as the contact possibility parameter, a deceleration of the following vehicle SV necessary to avoid contact between the electric vehicle 1A (1B) and the following vehicle SV. . The control unit 113 (213) performs the deceleration based on, for example, the rear distance parameter, the deceleration parameter of the electric vehicle 1A (1B) and the following vehicle SV, and the speed parameter of the electric vehicle 1A (1B) and the following vehicle SV. Calculate the speed.

  Next, in step S103, the control unit 113 (213) determines the possibility of contact between the electric vehicle 1A (1B) and the following vehicle SV based on the contact possibility parameter obtained in step S102. Determine the presence or absence.

  In step S103, when it is determined that there is a possibility of contact between the electric vehicle 1A (1B) and the following vehicle SV (step S103: Y), the control unit 113 (213) performs the following control. That is, in step S104, the control unit 113 (213) controls the actuator 112 (212) such that the battery 111 relatively moves before the electric vehicle 1A (1B) and the following vehicle SV come into contact with each other.

  In the above-described embodiment and the like, an example has been described in which, when an external object in front of electric vehicle 1A comes into contact with electric vehicle 1A, control unit 113 provided in electric vehicle 1A determines whether there is a possibility of contact. . However, when the external object in front of the electric vehicle 1A is the preceding vehicle PV, it may be determined whether or not the preceding vehicle PV has the possibility of contact as described above.

  For example, as in step S101 shown in FIG. 3, the control unit of the preceding vehicle PV outputs at least one of the signals output from the sensor, the acceleration sensor, the vehicle speed sensor, and the communication unit provided in the preceding vehicle PV. Get parameters based on In this case, the communication unit of the preceding vehicle PV may receive various signals from the communication unit 15 by performing inter-vehicle communication with the communication unit 15 of the electric vehicle 1A. Next, in step S102, the control unit of the preceding vehicle PV determines the above-described contact possibility parameter based on at least one of the parameters acquired in step S101. Next, in step S103, the control unit of the preceding vehicle PV determines whether or not there is a contact possibility indicating the possibility of contact between the preceding vehicle PV and the electric vehicle 1A based on the contact possibility parameter obtained in step S102. I do.

  In step S103, when it is determined that there is a possibility of contact (step S103: Y), the control unit of the preceding vehicle PV uses the communication unit of the preceding vehicle PV to output a signal indicating the result of determination of the possibility of contact. This is transmitted to the communication unit 15 of the vehicle 1A. The communication unit 15 of the electric vehicle 1 </ b> A outputs a signal indicating the received contact possibility determination result to the control unit 113. The control unit 113 controls the actuator 112 based on the determination result obtained by the preceding vehicle PV so that the battery 111 relatively moves before the electric vehicle 1A and the preceding vehicle PV come into contact with each other. I do.

  In the above embodiment, when it is determined that there is a possibility of contact between the electric vehicle 1A and the external object, the control unit 113 sets the battery 111 in the X direction, that is, the electric power, before the electric vehicle 1A contacts the external object. The example in which the actuator 112 is controlled so as to relatively move to the front side or the rear side of the vehicle body of the vehicle 1A has been described. However, the configuration of the control unit 113 is not limited to this example. For example, if it is determined that there is a possibility of contact between the electric vehicle 1A and the external object, the control unit 113 sets the battery 111 in the Y direction before the electric vehicle 1A contacts the external object, that is, the body of the electric vehicle 1A. The actuator 112 may be controlled so as to relatively move to the left or right side of.

  In this case, for example, the slide portion 130 of the actuator 112 is arranged to slide on the stage 120 in the Y direction. Alternatively, the actuator 112 may include a slide unit 130 configured to slide the stage 120 in the X direction and a Y slide unit configured to slide the slide unit 130 in the Y direction. Good. When the actuator 112 further includes a Y slide portion, the actuator 112 is configured to move the battery 111 relative to the body of the electric vehicle 1A in both the X direction and the Y direction, that is, in the horizontal direction. I have.

  Then, for example, the control unit 113 determines whether or not there is a contact possibility indicating a possibility that the electric vehicle 1 </ b> A will come into contact with an external object in front of the electric vehicle 1 </ b> A. If there is a possibility of contact, the control unit 113 controls the actuator 112 such that the battery 111 relatively moves to the left or right side of the vehicle body of the electric vehicle 1A before the electric vehicle 1A contacts the external object. I do.

  Alternatively, the control unit 113 may use the communication unit 15 to perform an electric vehicle performed by a side vehicle positioned on the side of the electric vehicle 1A, using the communication unit 15 in addition to the determination result of the contact possibility performed by the following vehicle SV. The determination result of the possibility of contact between 1A and the side vehicle may be received from such a side vehicle. Then, when there is a possibility of contact, the control unit 113 causes the battery 111 to move relative to the left or right side of the vehicle body of the electric vehicle 1A before the electric vehicle 1A comes into contact with the following vehicle SV (or the side vehicle). The actuator 112 may be controlled so as to move to.

  Accordingly, in the case where a space having a size considering the contact between the electric vehicle 1A and the external object in the Y direction of the electric vehicle 1A is provided between the battery 111 and the left and right structures of the battery 111, A similar effect can reduce the size of such a space. Therefore, also in this case, it is possible to effectively use the in-vehicle space.

  In the above embodiment, the actuator 112 is configured to relatively move the battery 111 in the X direction with respect to the vehicle body of the electric vehicle 1A. In the above modification, the actuator 212 is configured to relatively move the battery 111 in the Z direction, that is, in the up-down direction with respect to the vehicle body of the electric vehicle 1B. However, the configurations of the actuator 112 and the actuator 212 are not limited to this example.

  For example, the actuator 112 and the actuator 212 may be combined. In this case, the mounting portion 250 of the actuator 212 is mounted on the actuator 112 on which the battery 111 is mounted. The attachment portion 250 is attached to, for example, an arbitrary portion of the slide portion 130 of the actuator 112. Thereby, battery 111 can be relatively moved in both the X direction and the Z direction with respect to the vehicle body of electric vehicle 1A or electric vehicle 1B.

  Further, for example, the actuator 212 having the slide portion 130 arranged to slide the stage 120 in the Y direction and the actuator 212 described above may be combined. In this case, the mounting portion 250 of the actuator 212 is mounted on the actuator 112 on which the battery 111 is mounted. The attachment portion 250 is attached to, for example, an arbitrary portion of the slide portion 130 of the actuator 112. Thereby, battery 111 can be relatively moved in both the Y direction and the Z direction with respect to the vehicle body of electric vehicle 1A or electric vehicle 1B.

  Further, the above-described actuator 112 having a Y slide portion and the actuator 212 may be combined. In this case, the attachment section 250 of the actuator 212 is attached to, for example, any part of the Y slide section of the actuator 112. Thereby, the battery 111 is relatively moved in both the X direction and the Y direction, that is, in the horizontal direction with respect to the vehicle body of the electric vehicle 1A or the electric vehicle 1B, and the battery 111 is relatively moved in the vertical direction. Can be.

  Note that when the above-described configuration movable in the Y direction and the actuator 212 are combined, the control unit 213 may perform the following control. That is, the control unit 213 receives the determination result of the possibility of contact between the electric vehicle 1B and the following vehicle SV (or the side vehicle) from the following vehicle SV (or the side vehicle) using the communication unit 15. Then, when there is a possibility of contact, the control unit 213 causes the battery 111 to move relative to the left or right side of the vehicle body of the electric vehicle 1B before the electric vehicle 1B comes into contact with the following vehicle SV (or the side vehicle). May be controlled to move the actuator 112, the actuator 212, or both.

  In addition, a series of processes described in the above embodiments and the like may be performed by hardware (circuit) or may be performed by software (program). When performed by software, the software includes a group of programs for causing a computer to execute each function. Each program may be used by being incorporated in the computer in advance, for example, or may be used by being installed in the computer from a network or a recording medium.

  Note that each of the control units 113 and 213 shown in FIGS. 1 and 8 can be configured by a circuit including at least one semiconductor integrated circuit. The at least one semiconductor integrated circuit is, for example, at least one processor (for example, CPU), at least one ASIC (Application Specific Integrated Circuit), and / or at least one FPGA (Field Programmable Gate Array). The at least one processor may be configured to perform all or part of the functions of the controller 113 or 213 by reading instructions from the at least one machine-readable non-transitory tangible medium. Such media include any type of magnetic medium, such as a hard disk, any type of optical medium, such as a CD or DVD, and any type of semiconductor memory (ie, semiconductor circuits), such as volatile or non-volatile memory. Can take many forms, including, but not limited to. Volatile memory may include DRAM and SRAM. Non-volatile memory may include ROM and NVRAM. The ASIC is an integrated circuit (IC) customized to perform all or a part of the functions of the control unit 113 or 213 shown in FIG. 1 or FIG. The FPGA is an integrated circuit designed to be configured after manufacture to perform all or a part of the functions of the control unit 113 or 213 shown in FIG. 1 or FIG.

  Further, the various examples described above may be applied in an arbitrary combination.

  It should be noted that the effects described in this specification are merely examples and are not limited, and may have other effects.

  1A, 1B: electric vehicle, 11, 211: battery system, 12: sensor, 13: acceleration sensor, 14: vehicle speed sensor, 15: communication unit, 16a, 16b: motor, 111: battery, 111TS: upper surface of battery, 111TC ... Battery corners, 112,212 ... Actuator, 113,213 ... Control unit, 120 ... Stage, 130 ... Slide units, 131a, 131b ... Rail, 132 ... Motor, 133 ... Slide shaft, 134 ... Holding unit, 250 ... Attachment part, 251, main body part, 252, motor, 253, slide shaft, 254, holding part, PV, preceding vehicle, SV, following vehicle, R, road surface, L1a, L1b, L1c, LF, LR, space, FD, Forward distance, RD: distance between vehicles, RS: rear seat, C: contact, SVS: lower surface of the following vehicle.

Claims (3)

A drive unit that moves a battery mounted on the electric vehicle relative to the vehicle body of the electric vehicle,
A control unit that controls the driving unit so that the battery relatively moves before the electric vehicle contacts the external object, based on a determination result of the possibility of contact between the electric vehicle and the external object. An electric vehicle equipped with. The electric vehicle according to claim 1, wherein the control unit controls the driving unit such that the battery moves in a direction opposite to a direction in which the external object exists when the possibility of the contact exists. The electric vehicle according to claim 1, wherein the control unit controls the driving unit such that the battery moves downward of the vehicle body when there is a possibility of the contact.

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