JP2022009008A - Automatic operation control device, vehicle, and automatic operation control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress occurrences of overdischarge and instantaneous drop in a battery when an electric load is additionally connected to the battery.

SOLUTION: An automatic operation control device (10) that controls an automatic operation of a vehicle on which a battery (140) is mounted, includes: a load connection detecting unit (17) that detects that an electric load (200) is electrically connected to the battery; and an automatic operation control unit (10b) that is supplied with power by the battery when it is detected that the electric load is electrically connected to the battery, and that limits and executes at least some functions among automatic operation functions realized by an automatic operation unit (10c) having the automatic operation functions for executing the automatic operation.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to automatic driving control.

Conventionally, vehicles equipped with a chargeable / dischargeable power storage device (battery) such as a secondary battery or a capacitor are known. Patent Document 1 includes a vehicle that supplies electric power to an auxiliary machine, has a battery capable of storing electric energy generated by an alternator and regenerative braking force, and has an automatic driving control device that controls automatic driving of the vehicle. It has been disclosed.

International Publication No. 2012-132435

However, if a high power consumption load such as a high-power amplifier or heater is connected to the battery, there is a risk that the battery will be over-discharged or a sudden voltage drop (hereinafter referred to as "instantaneous low") will occur in a short period of time. be. For example, if a load with large power consumption is connected to the upstream side (battery side) of the current sensor that monitors the charge / discharge amount of the battery, the connection is maintained because the increase in the discharge amount due to the load cannot be detected. The battery may be over-discharged or suddenly dropped. On the other hand, even if a load with a large power consumption is connected to the downstream side of the current sensor, a larger amount of current is consumed than the amount of current assumed at the time of vehicle design, so that the battery is over-discharged or momentarily lowered. May occur suddenly. If the battery is over-discharged or momentarily lowered, it may adversely affect automatic operation. Therefore, there is a demand for a technique capable of suppressing the occurrence of over-discharging and instantaneous drop of the battery when an electric load is additionally connected to the battery.

The present invention has been made to solve at least a part of the above-mentioned problems, and can be realized as the following forms.

According to one embodiment of the present invention, an automatic driving control device is provided. The automatic operation control device (10) is an automatic operation control device that controls the automatic operation of a vehicle equipped with a battery (140), and detects that an electric load (200) is electrically connected to the battery. The electric load is electrically connected to the battery while the load connection detection unit (17) and the automatic drive function, the automatic braking function, and the automatic steering function for executing the automatic operation are functioning. When is detected, power is supplied from the battery, the automatic drive function, the automatic braking function, and the automatic steering function are restricted, and then the automatic drive function and the automatic steering function are restricted. It is provided with an automatic operation control unit (10b) that activates at least a part of the braking function and the automatic steering function.

According to this form of the automatic operation control device, when it is detected that an electric load is electrically connected to the battery, at least a part of the automatic drive function, the automatic braking function and the automatic steering function is provided. When it is detected that an electric load is electrically connected to the battery, since at least a part of the automatic drive function, the automatic braking function, and the automatic steering function is activated after imposing restrictions. It is possible to reduce the power consumption of the battery as compared with the configuration in which the automatic operation is executed without limiting at least a part of the automatic drive function, the automatic braking function, and the automatic steering function. Therefore, it is possible to suppress the occurrence of over-discharging and instantaneous drop of the battery.

The present invention can also be realized in various forms. For example, it can be realized in the form of an automatic driving control method, a vehicle equipped with an automatic driving control device, a computer program for realizing these devices and methods, and the like.

The block diagram which shows the schematic structure of the automatic operation control apparatus as one Embodiment of this invention. The flowchart which shows the processing procedure of the automatic operation control processing. The flowchart which shows the processing procedure of an electric load detection process. A timing chart schematically showing changes in battery current and battery voltage. Explanatory drawing which shows the characteristic of the charge amount with respect to the open end voltage. A timing chart schematically showing the execution of electrical load detection processing. The flowchart which shows the processing procedure of the electric load detection processing in 2nd Embodiment. Explanatory drawing which shows the characteristic of a load current, an alternator output current, and a battery voltage. The flowchart which shows the processing procedure of the electric load detection process in 3rd Embodiment. A timing chart schematically showing the state of execution of the electric load detection process in the third embodiment. An explanatory diagram for explaining the details of the electrical connection between the power control unit and the electric load. The flowchart which shows the processing procedure of the electric load detection processing in 4th Embodiment. A timing chart schematically showing the state of execution of the electric load detection process in the fourth embodiment. The flowchart which shows the processing procedure of the electric load detection processing in 5th Embodiment. A timing chart schematically showing the state of execution of the electric load detection process in the fifth embodiment. The flowchart which shows the processing procedure of the automatic operation function restriction processing in 6th Embodiment. Explanatory drawing which shows the combination of the presence or absence of the function limitation of each automatic driving function. An explanatory diagram showing the relationship between the engine speed and the maximum alternator output. Explanatory drawing which shows the characteristic of a load current, an alternator output current, and a battery voltage.

A. First Embodiment:
A1. Device configuration of automatic operation control device:
The automatic driving control device 10 according to the first embodiment shown in FIG. 1 is mounted on a vehicle (not shown), and by executing an automatic driving control process described later, the traveling of the vehicle is controlled to realize automatic driving of the vehicle. In the automatic operation control process, when it is detected that an electric load (electric load 200 described later) that is not scheduled to be connected to the battery (battery 140 described later) is electrically connected, the battery is over-discharged and momentarily. In order to suppress the occurrence of a phenomenon in which the voltage drops (hereinafter referred to as "momentary low"), at least some of the automatic operation functions for executing automatic operation are restricted to perform automatic operation. Execute.

The automatic operation control device 10 includes a power supply control device 10a and an automatic operation control unit 10b. The power supply control device 10a controls the electric power of the battery 140 and the power generation by the alternator 131. The power supply control device 10a includes an accessory system power supply ACC, a first ignition system power supply IG1, and a second ignition system power supply IG2. The accessory system power supply ACC functions as an on / off switch for supplying power to the device connected to the accessory system. An electric load 200 is connected to the accessory system power supply ACC via a relay (relay 41 described later) (not shown). The first ignition system power supply IG1 and the second ignition system power supply IG2 function as an on / off switch for supplying power to the device connected to the engine starter system. Auxiliary equipment of the engine 130 is connected to the first ignition system power supply IG1 via a relay (relay 42 described later) (not shown). An automatic operation unit 10c is connected to the second ignition system power supply IG2 via a relay (relay 43 described later) (not shown) and an automatic operation control unit 10b. The power supply control device 10a controls power supply to the device connected to each power supply system by switching on / off of a relay (not shown) connected to each power supply system ACC, IG1 and IG2. Details of the relay will be described in the fourth embodiment. In FIG. 1, the power line is shown by a thick line and the signal line is shown by a thin line.

The power supply control device 10a includes a voltage sensor 151. The voltage sensor 151 is connected to the battery 140 via the power line Cp1 and measures the terminal voltage of the battery 140.

The battery 140 is a power storage device that can be charged and discharged. The battery 140 supplies electric power to the automatic driving unit 10c and auxiliary equipment mounted on the vehicle. In the present embodiment, the battery 140 is composed of a secondary battery. As the secondary battery, a lead storage battery, a lithium ion battery or the like may be used. The battery 140 may be configured by a capacitor instead of the secondary battery. The battery 140 includes a temperature sensor 153. The temperature sensor 153 detects the temperature of the battery 140.

The electric load 200 is an electric load having a relatively large power consumption. The electric load 200 is a load that is retrofitted by the user and is not expected at the time of designing the vehicle and the automatic driving control device 10. In the present embodiment, the electric load 200 is configured by a high output amplifier. The electric load 200 may be an electric load having a relatively large power consumption such as a heater instead of the high output amplifier. As shown in FIG. 1, the electric load 200 is electrically connected to the accessory system power supply ACC of the power supply control device 10a. Further, the electric load 200 is connected to the power supply line Cp1 between the battery 140 and the current sensor 152. In other words, the electric load 200 is arranged at a position closer to the battery 140 than the current sensor 152 in the power supply line Cp1. In the present embodiment, the power line Cp1 corresponds to the subordinate concept of the power path in the claim.

The current sensor 152 detects the current (actual measurement value) flowing through the power line Cp1. Specifically, in the power supply line Cp1, it is on the downstream side (power supply control device 10a side) from the connection point with the electric load 200 and on the upstream side (battery 140 side) with the connection point with the automatic operation unit 10c. Detect the current at the position. In the present embodiment, the current sensor 152 corresponds to the subordinate concept of the current detection unit in the claims.

The engine 130 is an internal combustion engine that generates power by burning fuel such as gasoline or light oil. The power of the engine 130 is transmitted to the alternator 131 via a drive mechanism (not shown).

The alternator 131 uses a part of the power of the engine 130 to generate electric power. The electric power generated by the alternator 131 is stored in the battery 140.

The automatic operation control unit 10b controls the automatic operation unit 10c to realize automatic operation. The automatic driving unit 10c receives power supplied from the battery 140. The automatic driving unit 10c includes an EPS 110, an ECB 120, and an accelerator (not shown). The EPS 110 is an electric power steering system (Electric Power Steering System) that controls the steering angle of the wheels of the vehicle. The ECB 120 is an electronically controlled brake system (Ellectronically Controlled Break System). The ECB 120 calculates the braking force of the vehicle by using the detection results of various sensors mounted inside and outside the vehicle, and controls the vehicle speed by controlling the brake hydraulic pressure based on the obtained braking force.

In the present embodiment, the automatic operation control device 10 is configured by an ECU (Electronic Control Unit). The automatic operation control device 10 has a CPU, ROM, and RAM (not shown). By expanding the control program stored in the ROM in advance to the RAM and executing the CPU, the open-end voltage estimation unit 11, the charge amount estimation unit 12, the first voltage change amount specifying unit 13, and the first 2. It functions as a voltage change amount specifying unit 14, a current consumption amount estimation unit 15, a temperature estimation unit 16, a load connection detection unit 17, and an automatic operation control unit 10b.

The open end voltage estimation unit 11 estimates the open end voltage (OCV: Open Circuit Voltage) (hereinafter, may be simply referred to as “OCV”) of the battery 140. The charge amount estimation unit 12 estimates the charge amount (SOC: System of Chage) (hereinafter, may be simply referred to as “SOC”) of the battery 140 by using the estimated open-end voltage. The first voltage change amount specifying unit 13 specifies the voltage change amount by using the voltage of the battery 140 detected by the voltage sensor 151. The second voltage change amount specifying unit 14 calculates the voltage of the battery 140 by using the current consumption detected by the current sensor 152, and specifies the voltage change amount.

The current consumption estimation unit 15 estimates the current consumption of the electric load 200 by using the voltage change amount specified by the second voltage change amount specifying unit 14 and the internal resistance value of the battery 140.

The temperature estimation unit 16 estimates the temperature of the battery 140 based on the outside air temperature and the operating state. For example, when the vehicle is traveling at a low speed, the battery 140 is likely to be charged and discharged, so that the temperature of the battery 140 is estimated to be maintained at a high temperature. Further, for example, when the vehicle is traveling at high speed, it is estimated that the temperature of the battery 140 drops because the battery 140 is cooled by a large amount of wind entering the engine compartment.

The load connection detection unit 17 detects that the electric load 200 is electrically connected to the battery 140. Specifically, the load connection detection unit 17 electrically connects the electric load 200 to the battery 140 by using the current flowing through the battery 140, the open end voltage of the battery 140, the charge amount of the battery 140, and the like. Is detected. The specific detection method will be described later.

The automatic driving control unit 10b controls the above-mentioned automatic driving unit 10c to realize automatic driving of the vehicle. "Automatic driving" means that the vehicle is automatically driven or stopped by performing automatic driving, automatic braking, and automatic steering. "Automatic driving" means that the vehicle is automatically driven by controlling the vehicle speed by controlling the acceleration of the vehicle. "Automatic braking" means that by controlling the ECB 120 according to the target deceleration and the vehicle speed, the vehicle is automatically driven while keeping the distance to the vehicle in front at a predetermined distance. "Automatic steering" means controlling the direction (steering angle) of the vehicle by controlling the EPS 110.

When the electric load 200 is retrofitted to the vehicle, a larger amount of current is consumed than the amount of current assumed at the time of designing the vehicle and the automatic driving control device 10, so that the battery 140 suddenly becomes over-discharged or momentarily lowered. There is a risk of adversely affecting automatic driving. However, when it is detected that the electric load 200 is electrically connected to the battery 140 by executing the automatic operation control process described later, at least a part of the automatic operation functions is restricted. Since the automatic operation is executed, it is possible to suppress the occurrence of over-discharging and instantaneous drop of the battery 140.

A2. Automatic operation control processing:
The automatic driving control process shown in FIG. 2 is started when the driver of the vehicle starts the engine 130 of the vehicle. The load connection detection unit 17 executes a process of detecting the added electric load (hereinafter, referred to as “electric load detection process”) (step S100). The electric load detection process is a process in which the load connection detection unit 17 detects whether or not the electric load 200 is electrically connected at a position closer to the battery 140 than the current sensor 152. A detailed description of the electrical load detection process will be described later.

After the execution of step S100, the automatic operation control unit 10b determines whether or not there is an automatic operation request (step S105). Such an automatic driving request can be made by the occupant of the vehicle pressing a button mounted on the vehicle instructing the start of automatic driving. These buttons are physical buttons provided near the instrument panel of the vehicle, near the shift knob, near the driver's seat such as the handle, and software buttons on the menu screen displayed on the display. You may. The display is not limited to the instrument panel, and may be a display screen of a navigation device mounted on a vehicle or a display screen of a smartphone. Further, a vehicle operating device such as a vehicle key may be used.

When it is determined that there is an automatic operation request (step S105: YES), the load connection detection unit 17 determines whether or not an electric load has been detected as a result of step S100 (step S110). When it is determined that the electric load 200 has been detected (step S110: YES), the automatic operation control unit 10b limits the automatic operation function and performs automatic operation (step S115). "Restricting the automatic driving function" means that each function of automatic driving, automatic braking, and automatic steering executes automatic driving while being subject to predetermined restrictions, or does not execute each function. In the present embodiment, the automatic driving control unit 10b does not execute all the functions of automatic driving, automatic braking and automatic steering. That is, when it is detected that the electric load 200 is electrically connected to the battery 140, the automatic operation control unit 10b does not execute the automatic operation. After the execution of step S115, the automatic operation control process ends.

When it is determined in step S110 described above that the electric load 200 has not been detected (step S110: NO), the automatic operation control unit 10b performs automatic operation without limiting the automatic operation function (step S120). After the execution of step S120, the automatic operation control process ends.

If it is determined in step S105 that there is no automatic operation request (step S105: NO), the automatic operation control process ends as in the execution of steps S115 and S120 described above.

A3. Details of electrical load detection processing:
First, the basic concept of the electric load detection process shown in FIG. 3 will be described. When the charge amount SOC is estimated twice from the open end voltage OCV after a while, the change amount of the charge amount SOC obtained from the two estimated values and the integrated value of the current value indicated by the current sensor 152 at the same time are used. The required change amount of the charge amount SOC usually matches. However, when the electric load 200 is connected, the change amount of the charge amount SOC obtained from the two estimated values is larger than the change amount of the charge amount SOC obtained from the integrated value of the current values indicated by the current sensor 152. Will also grow. Therefore, in the present embodiment, when the difference between these two types of changes is smaller than a predetermined threshold value (K described later), it is detected that the electric load 200 is connected. Hereinafter, it will be described in detail.

As shown in FIG. 3, when the electric load detection process is started, the charge amount estimation unit 12 estimates the charge amount SOC of the battery 140 from the open end voltage OCV of the battery 140 (step S200). The open-end voltage OCV used to estimate the charge amount SOC in step S200 is estimated by measuring the battery voltage. The OCV estimated in step S200 is referred to as OCV ₁ for convenience of explanation. Similarly, the SOC estimated in step S200 is referred to as SOC ₁ for convenience of explanation. The method of estimating the charge amount SOC from the open end voltage OCV is carried out by a known method, and may be carried out, for example, by the method described in JP-A-2005-14637. The estimation method will be briefly described below.

In FIG. 4, the horizontal axis represents time. In FIG. 4, the uppermost stage is the adjustment voltage [V] which is the target voltage for adjusting the voltage, the second stage from the top is the battery voltage [V], and the third stage from the top is the battery current [A]. Each is shown. As for the battery current, the current value indicated by the current sensor 152 is indicated by a chain double-dashed line, and the actual current value is indicated by a solid line. The "actual current value" means the current value that flows in and out of the battery 140 when the electric load 200 is connected to the battery 140.

As shown in FIG. 4, when the engine 130 is started at time _T0 , the alternator 131 starts power generation, the battery voltage increases, and the battery current transitions from discharge to charge to increase the charge current. do. After the power generation in the alternator 131 stabilizes at the time T ₁ , the battery current gradually decreases as the battery 140 is charged between the time T ₁ and the time T ₂ . When the adjusted voltage is adjusted to a predetermined voltage (for example, 11.8 V) at the time T ₂ , the battery voltage becomes substantially constant, and the time T ₂ and the time T ₃ after the battery 140 transitions to the discharged state become substantially constant. The internal state of the battery 140 stabilizes between them. At time T3 after the internal state of the battery 140 stabilizes _, the adjustment voltage is gradually increased from a predetermined voltage (11.8V). The reason why the adjustment voltage is gradually increased is that the charge / discharge amount of the battery 140 does not change abruptly. At time T4, as shown by the _two -point chain line, the current value indicated by the current sensor 152 becomes zero A, and the charge / discharge amount of the battery 140 becomes very small. Therefore, it can be said that the battery voltage at time T ₄ is a state that approximates the state in which the open terminal of the battery 140 is physically opened. Therefore, in step S200 described above, the battery voltage at time _{T4 is measured, and the measured battery voltage is estimated to be the open end voltage OCV 1 of} the battery 140.

At time _T5 , the battery current (actual value) becomes zero A as shown by the solid line. Here, when the electric load 200 is connected to the upstream side (battery 140 side) of the current sensor 152, the current sensor 152 cannot detect the increase in the amount of discharge due to the electric load 200. Therefore, when the open end voltage OCV itself is obtained, the open end voltage OCV is estimated not at the time T ₄ when the current value indicated by the current sensor 152 becomes zero A, but at the time T ₅ when the actual current value becomes zero A. Is preferable. For example, as shown in FIG. ₄ , there is a difference ΔV between the battery voltage at the time _T4 and the battery voltage at the time T5. However, when the change amount of the charge amount SOC is calculated from the open end voltage OCV estimated at intervals, the difference ΔV is canceled. Therefore, in the present embodiment, the open _{-end voltage OCV 1 is} estimated at the time T4 when the current value indicated by the current sensor 152 becomes zero A.

In FIG. 5, the horizontal axis shows the estimated value of the open end voltage OCV, and the vertical axis shows the measured value of the charge amount SOC. The characteristics shown in FIG. 5 are set in advance in the automatic operation control device 10. As shown in FIG. 5, the charge amount SOC is 0% when the open end voltage OCV is 11.82V, and the charge amount SOC is 100% when the open end voltage OCV is 12.76V. By utilizing the relative relationship between the open-end voltage OCV and the charge amount SOC, the charge amount SOC of the battery 140 can be estimated from the open-end voltage OCV of the battery 140 estimated by the above method.

As shown in FIG. 3, after the execution of step S200, the charge amount estimation unit 12 calculates ΔSOC, which is the amount of change in SOC, from the current integrated value (step S205). Specifically, first, the charge amount estimation unit 12 calculates the current integrated value by time-integrating the current value indicated by the current sensor 152 from the execution of step S200 until a predetermined time elapses. Next, ΔSOC is calculated using the following equation (1).
ΔSOC [%] = integrated current value [Ah] / capacity of battery 140 [Ah] ... (1)

After the execution of step S205, the charge amount estimation unit 12 again estimates the SOC from the open end voltage OCV of the battery 140 (step S210). For convenience of explanation, the OCV estimated in step S210 is referred to as OCV ₂ in order to distinguish it from the OCV ₁ estimated in step S200. Similarly, the SOC estimated in step S210 is referred to as SOC ₂ in order to distinguish it from SOC ₁ estimated in step S200. In step S210, OCV ₂ is estimated after a predetermined time has elapsed from the execution of step S200 by the same procedure as in step S200 described above, and SOC ₂ is estimated from the estimated OCV ₂ . When step S210 is executed, the current value indicated by the current sensor 152 is zero A. Further, the predetermined time in step S205 and step S210 is the same time. Therefore, step S205 and step S210 are executed substantially at the same time.

After the execution of step S210, the load connection detection unit 17 determines whether or not the following equation (2) is satisfied.
SOC ₂ <SOC ₁ + ΔSOC-K ... (2)
In the above equation (2), K is a predetermined threshold value. Such a threshold can be calculated experimentally. When the above equation (2) is satisfied, the actual SOC (SOC ₂ ) is larger than the value obtained by subtracting the threshold value (K) from the SOC (SOC ₁ + ΔSOC) assumed when the current consumption of the electric load 200 is not included. It means small. This can occur when the electric load 200 consumes the current of the battery 140. On the other hand, when the above equation (2) is not satisfied, it means that the actual SOC (SOC ₂ ) is equal to or more than the value obtained by subtracting the threshold value (K) from the assumed SOC (SOC ₁ + ΔSOC), and the electric load 200. This can happen when no current is consumed.

When it is determined that the above equation (2) is satisfied (step S215: YES), the load connection detection unit 17 detects that the electric load 200 is connected (step S220). On the other hand, when the above equation (2) is not satisfied (step S215: NO), the load connection detection unit 17 detects that the electric load 200 is not connected (step S225). After the execution of step S220 or step S225, the electric load detection process ends, returns to the automatic operation control process shown in FIG. 2, and the above-mentioned step S105 is executed.

An execution example of the above-mentioned electric load detection process will be described with reference to FIG. In FIG. 6, the horizontal axis represents time. In FIG. 6, the uppermost stage shows the adjusted voltage [V] by a broken line. The second row from the top shows the battery voltage [V] with a solid line. The third row from the top shows the battery current [A]. Of the battery current, the current value indicated by the current sensor 152 is indicated by a chain double-dashed line, and the actual current value is indicated by a solid line. The fourth row from the top shows SOC [%]. Of the SOCs, the SOC calculated from the integrated current value is shown by a solid line, and the SOC of the actual battery 140 is shown by a alternate long and short dash line.

Since the time T ₀ to the time T ₅ shown in FIG. 6 are the same as those described with reference to FIG. 4, detailed description thereof will be omitted. At time _T4 , step S200 described above is executed to estimate the open end voltage OCV ₁ of the battery 140 and to estimate SOC ₁ from the estimated OCV ₁ .

At time T6, which is after a predetermined time has elapsed from time _T4 , the above _- mentioned steps S205 and S210 are executed, and in step S205, the current integrated value is calculated and ΔSOC is calculated. The SOC _2est shown in FIG. 6 is _{a value obtained by adding ΔSOC to SOC 1 at} time T4. Such SOC _2est is the SOC assumed at time T ₆ when the electric load 200 is not connected to the battery 140. Further, in step S210, the open-end voltage OCV ₂ of the battery voltage is estimated, and SOC ₂ is estimated from the estimated OCV ₂ .

Next, step S215 is executed to determine whether or not the above equation (2) is satisfied. In the example shown in FIG. 6, it is determined whether or not SOC ₂ <SOC _2est -K is satisfied. When the formula on the left is satisfied, that is, the SOC ₂ estimated from the open-end voltage OCV ₂ at the time T ₆ after the lapse of a predetermined time from the time T ₄ is the initially assumed SOC 2 _est (current integrated value in the reference SOC ₁ ). When it is smaller than the predetermined threshold value K as compared with the value obtained by adding ΔSOC), it is determined that the electric load 200 is connected to the battery 140.

According to the automatic operation control device 10 in the first embodiment having the above configuration, when it is detected that the electric load 200 is electrically connected to the battery 140, the automatic operation realized by the automatic operation unit 10c is realized. Since all the functions are restricted and the automatic operation is not executed, it is possible to suppress the occurrence of over-discharge and instantaneous drop of the battery 140. As a result, it is possible to prevent the occurrence of problems such as inability to steer, erroneous steering, and inability to brake during automatic driving.

Further, the load connection detection unit 17 determines the charge amount SOC of the battery 140 calculated from the change amount of the charge amount SOC estimated from the open end voltage OCV of the battery 140 and the integrated value of the current detected by the current sensor 152. When the difference between, and is larger than a predetermined threshold value, it is detected that the electric load 200 is electrically connected to the battery 140, so that it is easy to detect that the electric load 200 is connected to the battery 140. can.

B. Second embodiment:
Since the automatic operation control device 10 in the second embodiment is the same as the automatic operation control device 10 in the first embodiment shown in FIG. 1, detailed description thereof will be omitted. The automatic operation control process in the second embodiment is different from the electric load detection process in the first embodiment in the procedure of the electric load detection process, and the other processing procedures are the same as those in the first embodiment.

In the electric load detection process according to the second embodiment shown in FIG. 7, a point where step S200a is executed instead of step S200, a point where step S205 and step S210 are omitted, and a point where step S215a is executed instead of step S215. Is different from the electric load detection process of the first embodiment shown in FIG. Since the other procedures in the electric load detection process of the second embodiment are the same as those of the electric load detection process of the first embodiment, the same procedures are designated by the same reference numerals, and detailed description thereof will be omitted.

In the electric load detection process of the second embodiment, when the amount of change in the voltage of the battery 140 before and after the activation of the predetermined device mounted on the vehicle is larger than the predetermined threshold value, Detects that the electrical load 200 is connected. Hereinafter, it will be described in detail.

As shown in FIG. 7, the first voltage change amount specifying unit 13 determines whether or not the change amount of the current consumption is equal to or greater than the threshold value (step S200a). Specifically, the first voltage change amount specifying unit 13 repeatedly detects the current consumption of the battery 140 for a predetermined time by using the current value indicated by the current sensor 152, and calculates the change amount of the current consumption. It is determined whether or not the amount of change is equal to or greater than the threshold value obtained in advance by the experiment. This is because when the amount of change in the voltage of the battery 140 is specified, the amount of change in the voltage of the battery 140 can be accurately specified when the amount of change in the current consumption is large as compared with the case where the amount of change in the current consumption is small. Is. For example, when the current consumption before and after the start of a device having a relatively large current consumption such as an actuator used in a brake or power steering is detected, the amount of change in the current consumption becomes equal to or more than the threshold value.

When it is determined that the amount of change in current consumption is equal to or greater than the threshold value (step S200a: YES), the first voltage change amount specifying unit 13 determines whether or not the voltage change amount-predicted value is equal to or greater than the threshold value (step S200a: YES). Step S215a). Specifically, first, the first voltage change amount specifying unit 13 specifies the voltage change amount of the battery 140 before and after the change amount of the current consumption becomes the threshold value or more. The amount of voltage change can be calculated from the difference between the voltage value indicated by the voltage sensor 151 before the actuator used in the brake or power steering is activated and the voltage value indicated by the voltage sensor 151 after the actuator is activated. Next, the first voltage change amount specifying unit 13 compares the calculated voltage change amount with the predicted value. Such a predicted value is set as, for example, a voltage change amount of the battery 140 before and after the actuator is activated when the electric load 200 is not connected to the battery 140.

When it is determined that the voltage change amount-predicted value is equal to or greater than the threshold value (step S215a: YES), the above-mentioned step S220 is executed, and it is detected that the electric load 200 is connected. On the other hand, when it is determined that the voltage change amount-predicted value is not equal to or more than the threshold value (step S215a: NO), the above-mentioned step S225 is executed, and it is detected that the electric load 200 is not connected.

If it is determined in step S200a described above that the amount of change in current consumption is not equal to or greater than the threshold value (step S200a: NO), the electrical load detection process ends.

In FIG. 8, the upper row shows the characteristics of the load current [A] and the alternator output current [A], and the lower row shows the characteristics of the load current [A] and the battery voltage [V]. The "load current" means the total value of the currents consumed by all the loads connected to the battery 140.

As shown in the upper part of FIG. 8, when the load current is in the range of 0 to I ₁ of the alternator maximum output, the difference between the alternator output current and the load current is charged in the battery 140. Further, when the load current exceeds I ₁ , the alternator 131 cannot supply electric power, the battery 140 discharges, and the insufficient current is supplied to the load.

Here, when the load current is _IB1 and the electric load 200 whose consumption current is _{IL is connected to the battery 140, the load current becomes IL1 .} In this case, as shown in the lower part of FIG. 8, the difference in battery voltage before and after the electric load 200 is connected is a relatively small ΔV. On the other hand, when the electric load 200 is connected to the battery 140 when the load current is _{IB2, the load current becomes IL2 which} is relatively large. In this case, as shown in the lower part of FIG. 8, the difference in battery voltage before and after the electric load 200 is connected is a relatively large ΔV ₂ . The difference ΔV ₂ is larger than ΔV. As described above, the detection accuracy of the amount of change in the battery voltage differs due to the difference in the load current. Therefore, when the difference in the amount of change in the load current is equal to or greater than the threshold value, it is accurately detected that a load current larger than the originally planned load current is flowing, that is, that the electric load 200 is connected. can. In particular, by detecting the battery voltage before and after the start of a device having a relatively large current consumption such as an actuator used in a brake or power steering, the amount of change in the battery voltage can be calculated accurately.

According to the automatic operation control device 10 according to the second embodiment having the above configuration, the load connection detection unit 17 changes the voltage of the battery 140 before and after the actuator used in the brake or power steering is activated. When the amount is larger than a predetermined threshold, it is detected that the electric load 200 is electrically connected to the battery 140. Therefore, it is necessary to specify before and after starting the actuator used in the brake or power steering. Therefore, the electric load 200 can be easily detected.

C. Third embodiment:
Since the automatic driving control device 10 in the third embodiment is the same as the automatic driving control device 10 in the first embodiment shown in FIG. 1, detailed description thereof will be omitted. The automatic operation control process in the third embodiment is different from the electric load detection process in the first embodiment in the procedure of the electric load detection process, and the other processing procedures are the same as those in the first embodiment.

The electrical load detection process according to the third embodiment shown in FIG. 9 includes a point where step S200b is executed instead of step S200, a point where step S205b is executed instead of step S205, a point where step S210 is omitted, and a step. It differs from the electrical load detection process of the first embodiment shown in FIG. 3 in that step S215b is executed instead of S215. Since the other procedures in the electric load detection process of the third embodiment are the same as those of the electric load detection process of the first embodiment, the same procedures are designated by the same reference numerals, and detailed description thereof will be omitted.

In the electric load detection process of the third embodiment, the upper limit value of the voltage fluctuation width of the battery 140 is predicted from the operating state of the vehicle, and the predicted upper limit value is compared with the actual voltage fluctuation width, whereby the electric load 200 is generated. Detects that it is connected. Hereinafter, it will be described in detail.

As shown in FIG. 9, the first voltage change amount specifying unit 13 calculates the predicted upper limit value _ΔVest of the voltage fluctuation width from the current operating state (step S200b). Specifically, first, the first voltage change amount specifying unit 13 sets the maximum value and the minimum value of the battery voltage due to the change in the current generated by the operation of a load that operates periodically, for example, an ignition device such as an igniter. Find the difference ΔV ₁ . Since ΔV ₁ changes according to the operating state of the engine such as the engine speed and the output, it can be obtained by an experiment. The value obtained by adding a predetermined threshold value to ΔV ₁ is calculated as the predicted upper limit value ΔV _est . The reason why a predetermined threshold value is added to ΔV ₁ is to suppress erroneous determination.

After the execution of step S200b, the first voltage change amount specifying unit 13 measures the actual voltage fluctuation width ΔV _mes (step S205b). Specifically, the first voltage change amount specifying unit 13 detects the maximum value and the minimum value of the actual voltage of the battery 140 by using the detection result of the voltage sensor 151, and the difference is the voltage fluctuation width ΔV. Let it be _mes .

After the execution of step S205b, the load connection detection unit 17 determines whether or not the actual voltage fluctuation width ΔV _mes is equal to or greater than the predicted upper limit value ΔV _est of the voltage fluctuation width (step S215b). When it is determined that the actual voltage fluctuation width ΔV _mes is equal to or greater than the predicted upper limit value ΔV _est of the voltage fluctuation width (step S215b: YES), the above-mentioned step S220 is executed and the electric load 200 is connected. Detected. On the other hand, when it is determined that the actual voltage fluctuation width ΔV _mes is not equal to or more than the predicted upper limit value ΔV _est of the voltage fluctuation width (step S215b: NO), the above-mentioned step S225 is executed and the electric load 200 is not connected. Is detected.

In FIG. 10, the horizontal axis represents time. In FIG. 10, the uppermost row shows the battery voltage [V] when the electric load 200 is not connected by a solid line, and the second row from the top shows the battery voltage [V] when the electric load 200 is connected by a broken line. , The bottom row shows the battery current [A], respectively. As shown in FIG. 10, the battery current changes periodically, for example, in accordance with the operation of the igniter. Further, as shown by the solid line and the broken line, the battery voltage decreases when the current flows through the battery 140 and increases when the current does not flow through the battery 140. Here, the battery voltage is larger when the electric load 200 is connected as shown by the broken line, as compared with the fluctuation range of the voltage when the electric load 200 shown by the solid line is not connected.

As shown in FIG. 10, in the _time between the time T1 and the time T2 after the _{lapse of the predetermined time Tmon ,} the fluctuation range of the battery voltage when the electric load 200 is not connected is _ΔV1 . Further, the fluctuation range of the battery voltage when the electric load 200 is connected is ΔV _mes . Therefore, it is possible to detect that the electric load 200 is connected by comparing the predicted value ΔV ₁ of the voltage fluctuation width with the actual voltage fluctuation width ΔV _mes . As the voltage fluctuation width, the difference between the maximum value and the minimum value of the battery voltage at the predetermined time T _mon may be used, or the average value of the fluctuation widths of the battery voltage at the predetermined time T _mon may be used. good.

According to the automatic operation control device 10 according to the third embodiment having the above configuration, when the fluctuation range of the voltage that changes according to the periodic operation of the igniter is larger than a predetermined threshold value, the electric load 200 on the battery 140 Since it is detected that the electric load 200 is connected, it can be easily detected that the electric load 200 is connected even in a stable operating state where the fluctuation of the voltage is small.

D. Fourth Embodiment:
The automatic driving control device 10 in the fourth embodiment is the same as the automatic driving control device 10 in the first embodiment shown in FIG.

In FIG. 11, the relay (relay 41 described later) omitted in FIG. 1 is clearly shown. Further, the details of the internal structure of the electric load 200 are clarified. As shown in FIG. 11, the electric load 200 is electrically connected to the accessory system power supply ACC of the power supply control device 10a via the relay 41 and the second power supply path. Further, the electric load 200 is connected to the power supply control device 10a via the first power supply path. The first power supply path is connected to the power supply line Cp1 on the upstream side (the side close to the battery 140) of the current sensor 152.

The relay 41 is an electric circuit for controlling the accessory system power supply ACC. The relay 41 includes a coil c41 and a switch sw41. The coil c41 is a coil of the relay 41, and the switch w41 is switched by the magnetic force generated by passing a current through the coil c41. The switch sw41 is a switch for switching the power supply of the electric load 200. A relay 42 is connected to the first ignition system power supply IG1, and a relay 43 is connected to the second ignition system power supply IG2. Since the relay 42 and the relay 43 have the same configuration as the relay 41, detailed description thereof will be omitted. In FIG. 11, the devices on the downstream sides of the relay 42 and the relay 43 are not shown.

As shown in FIG. 11, the electric load 200 includes a relay 241 and an internal circuit 250. The relay 241 includes a coil c241 and a switch sw241. The coil c241 has the same configuration as the coil c41 described above. The switch sw241 has the same configuration as the switch sw41 described above. The internal circuit 250 is electrically connected to the relay 241 and realizes the function of the electric load 200 (high output amplifier). The internal circuit 250 acts as an electrical load in the electrical load 200.

When the accessory system power supply ACC is turned on and power is supplied to the coil c41, the switch sw41 is turned on and the relay 41 is switched from off to on. When power is supplied to the coil c241 of the electric load 200 via the second power supply path, the switch sw241 is turned on and the relay 241 is switched from off to on. Then, electric power is supplied from the battery 140 to the internal circuit 250 of the electric load 200 via the first power supply path. Further, when the accessory system power supply ACC is turned off and power is no longer supplied to the coil c41, the switch sw41 is turned off and the relay 41 is switched from on to off. When power is no longer supplied to the coil c241 of the electric load 200 via the second power supply path, the switch sw241 is turned off and the relay 241 is switched from on to off. Then, the supply of electric power from the battery 140 to the internal circuit 250 of the electric load 200 is stopped via the first power supply path.

As described above, since the electric load 200 is a relatively large load of power consumption, the accessory system power supply ACC is connected to the accessory system power supply ACC via the relay 41 so as not to consume the power of the battery 140 when the accessory system power supply ACC is off. By being connected and switching the relay 41 on / off, the supply and stop of power from the battery 140 are controlled.

The automatic operation control process in the fourth embodiment is different from the electric load detection process in the first embodiment in the procedure of the electric load detection process, and the other processing procedures are the same as those in the first embodiment.

In the electric load detection process according to the fourth embodiment shown in FIG. 12, a point where step S200c is executed instead of step S200, a point where step S205 and step S210 are omitted, and a point where step S215c is executed instead of step S215. Is different from the electric load detection process of the first embodiment shown in FIG. Since the other procedures in the electric load detection process of the fourth embodiment are the same as those of the electric load detection process of the first embodiment, the same procedures are designated by the same reference numerals, and detailed description thereof will be omitted.

In the electric load detection process of the fourth embodiment, it is assumed that the electric load 200 and the battery 140 are electrically connected when the relay 41 is turned on, and the voltage change when the relay 41 is turned on. By comparing the amount with the amount of voltage change when the relay 41 is turned on when the electric load 200 is not connected, it is detected that the electric load 200 is connected. Hereinafter, it will be described in detail.

As shown in FIG. 12, the second voltage change amount specifying unit 14 determines whether or not the relay 41 is on (step S200c). When it is determined that the relay 41 is not turned on (step S200c: NO), the process returns to before the execution of step S200c, and the step S200c is repeatedly executed until it is determined that the relay 41 is turned on.

When it is determined in step S200c described above that the relay 41 is on (step S200c: YES), the load connection detection unit 17 determines whether or not the voltage change amount difference is equal to or greater than the threshold value (step S215c). .. Specifically, first, the second voltage change amount specifying unit 14 specifies the voltage change amount of the battery 140 by using the current value indicated by the current sensor 152 before and after the relay 41 is turned on. Next, the second voltage change amount specifying unit 14 is the voltage change amount when the specified voltage change amount and the relay 41 are turned on when the electric load 200 stored in the map in advance is not connected. And, the difference (hereinafter referred to as "voltage change amount difference") is calculated. The load connection detection unit 17 determines whether or not the difference is equal to or greater than a predetermined threshold value. When such a difference is equal to or larger than a predetermined threshold value, it means that the battery 140 has a larger voltage fluctuation than previously assumed, that is, a large amount of current is consumed.

When it is determined that the voltage change amount difference is equal to or greater than the threshold value (step S215c: YES), the above-mentioned step S220 is executed, and it is detected that the electric load 200 is connected. On the other hand, when it is determined that the voltage change amount difference is not equal to or more than the threshold value (step S215c: NO), the above-mentioned step S225 is executed, and it is detected that the electric load 200 is not connected.

In FIG. 13, the horizontal axis represents time. In FIG. 13, the uppermost stage shows the on / off state of the accessory system power supply ACC. The second stage from the top shows the on / off state of the first ignition system power supply IG1, and the third stage from the top shows the on / off state of the second ignition system power supply IG2. The fourth row from the top shows the battery current [A], and the actual current value is shown by the alternate long and short dash line, and the value indicated by the current sensor 152 is shown by the solid line. The fifth stage from the top shows the battery voltage [V], and the voltage estimated from the current value indicated by the current sensor 152 is indicated by a two-point chain line, and the voltage indicated by the voltage sensor 151 is indicated by a solid line. The bottom row shows the difference in the amount of voltage change.

As shown in FIG. ₁₃ , at time T1, when the accessory system power supply ACC changes from the off state to the on state, the battery current increases. Further, the battery voltage decreases by the amount of battery current consumption (discharge amount). At time T1, step _S215c described above is performed and the battery voltage is detected. Here, when the electric load 200 is connected, the current sensor 152 cannot detect the current consumption of the electric load 200. Therefore, the battery voltage shown by the voltage sensor 151 shown by the solid line is shown by the current sensor 152 shown by the two-point chain line. It is larger than the voltage estimated from the current value. The difference between these two voltages is calculated as the voltage change amount difference ΔV. In step S215c described above, when the voltage change amount difference ΔV is equal to or greater than a predetermined threshold value, it is detected that the electric load 200 is connected.

After that, when the _first ignition system power supply IG1 is turned on at time T2, the battery current is further increased and the battery voltage is further decreased. After that, when the _second ignition system power supply IG2 is turned on at time T3, the battery current is further increased and the battery voltage is further decreased. However, the voltage change amount difference ΔV when the first ignition system power supply IG1 and the second ignition system power supply IG2 are turned on does not change from the voltage change amount difference ΔV when the accessory system power supply ACC is turned on.

According to the automatic operation control device 10 according to the fourth embodiment having the above configuration, the load connection detection unit 17 determines the amount of voltage change of the battery detected by the voltage sensor 151 when the relay 41 is switched from off to on. When the voltage change amount difference, which is the difference from the voltage change amount specified by the second voltage change amount specifying unit 14, is larger than the predetermined change amount, the electric load 200 is electrically connected to the battery 140. Since it is detected that the voltage has been increased, it can be detected that the electric load 200 is connected when the relay 41 is switched from off to on, that is, when the engine of the vehicle is started. Therefore, it is possible to detect that the electric load 200 is connected at an earlier timing as compared with the configuration that detects that the electric load 200 is connected while the vehicle is running. Occurrence can be suppressed from an earlier timing.

E. Fifth Embodiment:
Since the automatic driving control device 10 in the fifth embodiment is the same as the automatic driving control device 10 in the first embodiment shown in FIG. 1, detailed description thereof will be omitted. The automatic operation control process in the fifth embodiment is different from the electric load detection process in the first embodiment in the procedure of the electric load detection process, and the other processing procedures are the same as those in the first embodiment.

In the electric load detection process according to the fifth embodiment shown in FIG. 14, a point where step S200d is executed instead of step S200, a point where step S205 and step S210 are omitted, and a point where step S215d is executed instead of step S215. Is different from the electric load detection process of the first embodiment shown in FIG. Since the other procedures in the electric load detection process of the fifth embodiment are the same as those of the electric load detection process of the first embodiment, the same procedures are designated by the same reference numerals, and detailed description thereof will be omitted.

In the electric load detection process of the fifth embodiment, the running of the vehicle utilizes the characteristic that the temperature of the battery 140 rises because the heat generation amount of the battery 140 increases as the charge / discharge current amount of the battery 140 increases. The electric load 200 is connected by detecting the temperature of the battery 140 during a predetermined time from the start and comparing the detected temperature with the temperature of the battery 140 estimated from the outside air temperature and the operating state. Is detected. Hereinafter, it will be described in detail.

As shown in FIG. 14, the temperature estimation unit 16 estimates the battery temperature during a predetermined time from the start of traveling of the vehicle based on the outside air temperature and the operating state (step S200d). For example, at low speeds, there is less cooling by the wind and the battery temperature rises. Further, when the outside air temperature is high, the battery temperature rises. Such a battery temperature corresponding to the outside air temperature and the operating state is stored in a map in advance, and the battery temperature corresponding to the specified outside air temperature and the operating state is estimated by referring to the map. After the execution of step S200d, the load connection detection unit 17 determines whether or not the difference between the actual battery temperature detected by the temperature sensor 153 and the battery temperature estimated in step S200d is equal to or greater than the threshold value (step S215d). ). When such a difference is equal to or larger than a predetermined threshold value, it means that the amount of heat generated by the battery 140 has increased due to the discharge being performed in a larger amount than the amount of current assumed in advance.

When it is determined that the difference between the actual battery temperature and the estimated battery temperature is equal to or greater than the threshold value (step S215d: YES), the above-mentioned step S220 is executed, and it is detected that the electric load 200 is connected. .. On the other hand, when it is determined that the difference between the actual battery temperature and the estimated battery temperature is not equal to or greater than the threshold value (step S215d: NO), the above-mentioned step S225 is executed, and it is detected that the electric load 200 is not connected. To.

In FIG. 15, the horizontal axis represents time. In FIG. 15, the uppermost stage is the battery temperature [° C.], the second stage from the top is the battery charge amount SOC [%], the third stage from the top is the battery current [A], and the fourth stage from the top is the engine speed. The number [rpm] is shown, and the vehicle speed [km / h] is shown at the bottom. The battery temperature, battery SOC, and battery current are shown by a solid line when the electric load 200 is connected and by a alternate long and short dash line when the electric load 200 is not connected.

The vehicle is stopped at time _T0 . At this time, the vehicle is in the idling stop state. Therefore, the vehicle speed is 0 km / h and the engine speed is 0 rpm. In the stopped state of the vehicle (time T ₀ to time T ₁ ), the alternator 131 cannot generate electric power because the engine 130 is stopped due to the idling stop, and the battery 140 supplies electric power. At this time, for example, the battery 140 is discharged by the load of a device such as a navigation device mounted on the vehicle. Therefore, as shown in FIG. 15, the battery SOC is gradually decreasing. The battery temperature is gradually increased due to heat generated by discharging from the battery 140.

When the idling stop is released, the engine is started, and the vehicle starts running at time _T1 , the engine speed increases and the vehicle speed increases. As the engine speed increases, the amount of power generated by the alternator 131 increases, the power generated by the alternator 131 is charged to the battery 140, and the battery SOC increases.

When the electric load 200 is not connected, as shown by the alternate long and short dash line, the battery SOC is fully charged at _time T2, and the battery SOC becomes substantially constant. On the other hand, when the electric load 200 is connected, as shown by the solid line, the charging of the battery SOC is completed at the time T ₃ later than the time T ₂ . That is, when the electric load 200 is connected, the time required for charging the battery 140 becomes longer, and the amount of heat generated by the battery 140 increases accordingly. Therefore, as shown in FIG. 15, the amount of increase in the battery temperature increases. To increase. Therefore _, by detecting the battery temperature at time T1 to time T3 and comparing it with _a predetermined threshold value, it is possible to detect that the electric load 200 is connected.

According to the automatic operation control device 10 according to the fifth embodiment having the above configuration, the load connection detection unit 17 is the actual measurement temperature of the battery 140 indicated by the temperature sensor 153 during a predetermined time from the start of traveling of the vehicle. Is larger than the estimated temperature by a predetermined threshold value or more, it is detected that the electric load 200 is electrically connected to the battery 140. Therefore, it is possible to detect that the electric load 200 is connected by using the temperature sensor 153 mounted in advance in the vehicle, and it is possible to suppress the cost required for such detection.

F. Sixth Embodiment:
Since the automatic driving control device 10 in the sixth embodiment is the same as the automatic driving control device 10 in the first embodiment shown in FIG. 1, detailed description thereof will be omitted. The automatic operation control process according to the sixth embodiment is a process for determining the automatic operation function to be restricted (hereinafter, "automatic operation function restriction process") when the automatic operation function is restricted and the automatic operation is performed (step S115 described above). It is different from the automatic operation control process in the first embodiment in that it is executed by adding (referred to as).

The outline of the automatic operation function restriction process in the sixth embodiment shown in FIG. 16 will be described. When it is detected that the electric load 200 is connected, in the first embodiment, all the automatic operation functions execute the automatic operation while being subject to a predetermined constraint, and the predetermined constraint is that each function is completely executed. It was a restriction not to do so. On the other hand, in the sixth embodiment, "execution of automatic operation while being subject to predetermined restrictions" means that the stage of the automatic operation function is lowered to execute automatic operation. When lowering the stage of the automatic operation function, the function limit level of the automatic operation is determined by using the difference in the amount of voltage change and the internal resistance value of the battery 140. Hereinafter, it will be described in detail.

As shown in FIG. 16, the second voltage change amount specifying unit 14 detects the voltage change amount difference ΔV (step S300). Specifically, similarly to step S215c described above, the difference in the amount of voltage change of the battery 140 before and after the relay 41 is turned on is detected.

After the execution of step S300, the second voltage change amount specifying unit 14 calculates the current consumption _Iadd of the electric load 200 by using the calculated voltage change amount difference ΔV and the internal resistance value of the battery 140 (step S305). .. Specifically, the second voltage change amount specifying unit 14 calculates the current consumption _Iadd of the electric load 200 by using the following equation (3).
I _add = ΔV / Ri ... (3)
In the above formula (3), Ri is the internal resistance value of the battery 140.

Here, the internal resistance value Ri can be obtained by a known method, and may be obtained, for example, by the method described in JP-A-2007-223530. Specifically, a plurality of voltage and current pairs of the battery 140 are sampled at predetermined timings, and the internal resistance value Ri is calculated using the plurality of sampled voltage and current pairs. More specifically, the sampled voltage and current are two-dimensionally plotted to obtain a regression line, and the slope of the regression line is calculated as the internal resistance value Ri.

After the execution of step S305, the automatic operation control unit 10b determines the function limit level of automatic operation from the calculated current consumption _Iadd (step S310). Specifically, it is assumed that the voltage fluctuation is likely to be large based on the calculated current consumption _Iadd by associating with the device in which the voltage fluctuation is likely to be large according to the value of the current consumption in advance. Limit the automatic driving function realized by the device. For example, when EPS 110 is specified as the automatic operation unit 10c that is presumed to have a large voltage fluctuation when the calculated current consumption _Iadd is larger than a predetermined threshold value, the automatic operation control unit 10b may be used. Limit the function of automatic steering. Further, when the ECB 120 is specified as the automatic operation unit 10c which is presumed to have a large voltage fluctuation when the calculated current consumption _Iadd is larger than a predetermined threshold value, the automatic operation control unit 10b may be used. The function of automatic braking may be limited. Further, when the calculated current consumption _Iadd is larger than a predetermined threshold value, the automatic operation control unit 10b may limit the operation of the device for automatic driving. In this case, for example, if the voltage is not lower than the voltage limited by keeping the engine speed high, the lower limit of the engine speed may be limited.

After the execution of step S310, the automatic operation function restriction process ends, the automatic operation function is restricted according to the determined function restriction level, and the automatic operation is executed.

Since the electric load detection process in the sixth embodiment is the same as the electric load detection process in the first embodiment shown in FIG. 3, detailed description thereof will be omitted.

According to the automatic operation control device 10 in the sixth embodiment having the above configuration, the current consumption _Iadd of the electric load 200 is calculated and calculated by using the voltage change amount difference ΔV and the internal resistance value Ri of the battery 140. Since the function limiting level of the automatic operation function is determined according to the generated current consumption _Iadd , the automatic operation function can be further limited when the current consumption _Iadd is larger. Therefore, it is possible to reduce the adverse effect on the automatic operation due to the large voltage fluctuation due to the large current consumption _Iadd .

G. Modification example:
G1. Modification 1: Modification 1:
In the first embodiment, when it is detected that the electric load 200 is connected, all the automatic operation functions are restricted and the automatic operation is not executed, but the present invention is not limited to this.

The combination of the presence or absence of functional restrictions of each automatic driving function shown in FIG. 17 includes the first state in which none of automatic driving, automatic braking and automatic steering has functional restrictions, and at least one of automatic driving, automatic braking and automatic steering. One is the second state, which has functional restrictions. The first state is the execution state of automatic operation when it is detected that the electric load 200 is not connected. The second state is the execution state of the automatic operation when it is detected that the electric load 200 is connected.

In this modification, "there is a function limitation" ("x" in FIG. 17) means that each function of automatic driving, automatic braking, and automatic steering is executed while being subject to predetermined restrictions. For example, the limitation of the automatic drive function may mean that the vehicle speed is controlled so as not to exceed 50 km / h. Further, for example, the limitation of the automatic braking function may mean that the distance between the vehicle and the vehicle in front is increased as compared with the case where the function is not limited. The reason why the automatic braking function is limited in this way is that the deceleration is limited to be small. Further, for example, the limitation of the function of automatic steering may mean that the angle at which the steering wheel can be turned is limited within a predetermined range. The reason why the function limitation of the automatic steering is provided in this way is that the output of the motor included in the EPS 110 is limited. The example of the function limitation is not limited to the above-mentioned example, and any other function limitation is provided as long as the vehicle can run stably by executing the function with predetermined restrictions. You may.

As shown in FIG. 17, in the second state, for example, automatic drive and automatic braking are "no function limitation" (○), and automatic steering is “function limitation” (×), or automatic. When the drive and automatic steering are "no function limitation" (○) and the automatic braking is "function limitation" (×), and the automatic drive is "no function limitation" (○), the automatic braking is performed. And automatic steering corresponds to the case where "there is a function limitation" (x). In this modification, if it is detected that the electric load 200 is connected, the automatic operation is executed in any of the second states, the same effect as that of the first embodiment is obtained. Play. That is, in general, when it is detected that the electric load 200 is electrically connected to the battery 140, at least a part of the automatic driving functions realized by the automatic driving unit 10c is restricted and executed. If it is configured to be used, the same effect as that of the first embodiment is obtained. Of the combinations of the presence / absence of functional restrictions listed in the second state, which execution state the automatic operation is executed is determined by, for example, the voltage change amount difference ΔV and the battery 140 as described in the sixth embodiment. It may be determined by using the internal resistance value Ri of.

G2. Modification 2:
In each of the above embodiments, the presence or absence of functional limitation of the automatic driving function has been determined without considering the operating voltage of the automatic driving unit 10c, but the present invention is not limited to this.

In FIG. 18, the horizontal axis represents the engine speed [rpm], and the vertical axis represents the alternator maximum output [A]. As shown in FIG. 18, when the engine speed is the idle speed, the alternator maximum output is the minimum. As the engine speed increases, so does the maximum alternator output. Therefore, it can be said that the maximum output of the alternator is determined by the performance of the alternator 131 and the engine speed. In this modification, the current consumption is specified by utilizing the characteristics of the maximum output of the alternator, and the operation of the device that affects the operation when the electric load 200 is connected is stopped. Hereinafter, it will be described in detail.

In FIG. 19, the upper row shows the characteristics of the load current [A] and the alternator output current [A], and the lower row shows the characteristics of the load current [A] and the battery voltage [V]. First, the maximum value _Im of the load currents of all the loads connected to the battery 140 is calculated based on the predetermined load currents of all the loads connected to the battery 140. The upper and lower rows of FIG. 19 show the maximum value _Im of the calculated load current. As described above, since the alternator maximum output is determined by the engine speed, the alternator maximum output Alt _m shown in the upper part of FIG. 19 is determined by utilizing the characteristics shown in FIG. Here, the load current I _α is the same value as the alternator maximum output Alt _m . The load current I _α is a load current that can be switched from charging to discharging the battery 140, similarly to the load current I ₁ shown in FIG.

In general, the voltage of the battery 140 decreases when switching from charging to discharging, so that the relationship shown in the lower part of FIG. 19 can be obtained. At this time, the battery voltage V _α corresponding to the maximum value _Im of the load currents of all the loads connected to the battery 140 can be obtained. Then, for example, when the operating voltage of the pump of EPS110 or the operating voltage of the motor of _ECB120 is lower than the calculated battery voltage Vα, the functions of automatic driving and automatic steering may be restricted. Therefore, even in such a configuration, the same effect as that of each of the above-described embodiments can be obtained.

G3. Modification 3:
In each of the above embodiments, the automatic driving control device 10 is mounted on a vehicle using gasoline as fuel, but the present invention is not limited thereto. For example, the automatic driving control device 10 may be mounted on a fuel cell vehicle. Further, for example, it may be mounted on a hybrid vehicle or an electric vehicle. In this configuration, by providing a DC / DC converter instead of the alternator 131, the same effect as that of each of the above-described embodiments can be obtained.

G4. Modification 4:
In the third embodiment, the predicted upper limit value _ΔVest of the voltage fluctuation width is a value obtained by adding a predetermined threshold value to the voltage fluctuation width ΔV ₁ , but the present invention is not limited thereto. For example, the voltage fluctuation width ΔV ₁ may be set as the predicted upper limit value ΔV _est . Even in such a configuration, the same effect as that of the third embodiment is obtained.

G5. Modification 5:
In each of the above embodiments, the electric load detection process (step S100) is executed once in the automatic operation control process and then not executed again, but the present invention is not limited thereto. For example, it may be executed every predetermined time lapse. Further, for example, the electric load detection process may be repeatedly executed by repeatedly executing the automatic driving control process while the engine of the vehicle is running. Even in such a configuration, the same effect as that of each of the above embodiments can be obtained.

G6. Modification 6:
In the second embodiment, the step S200a is executed when it is determined that the amount of change in the current consumption is equal to or greater than the threshold value, but the present invention is not limited thereto. For example, in a configuration in which the automatic driving control device 10 can receive a notification from the automatic driving unit 10c that the actuator used in the brake or power steering has been activated, step S215a is executed when the notification is received. You may. Even in such a configuration, the same effect as that of the second embodiment is obtained. In addition, since the process of determining whether or not the amount of change in the current consumption is equal to or greater than the threshold value (step S200a) can be omitted, the time required for the electric load detection process and the processing load can be reduced.

G7. Modification 7:
In the embodiments and each modification, some or all of the functions and processes realized by the software may be realized by the hardware. In addition, some or all of the functions and processes realized by the hardware may be realized by the software. As the hardware, various circuits such as an integrated circuit, a discrete circuit, or a circuit module combining these circuits may be used. Further, when a part or all of the functions of the present invention are realized by software, the software (computer program) can be provided in a form stored in a computer-readable recording medium. The "computer-readable recording medium" is not limited to portable recording media such as flexible disks and CD-ROMs, but is fixed to internal storage devices in computers such as various RAMs and ROMs, and computers such as hard disks. It also includes external storage devices that have been installed. That is, the term "computer-readable recording medium" has a broad meaning including any recording medium on which data packets can be fixed rather than temporarily.

G8. Modification 8:
In the fourth embodiment, the electric load 200 is connected to the accessory system power supply ACC, but the present invention is not limited to this. For example, the electric load 200 may be connected to the first ignition system power supply IG1. In this configuration, it is possible to detect that the electric load 200 is connected when the voltage change amount difference when the relay 42 is switched from off to on is larger than a predetermined change amount. Further, for example, the electric load 200 may be connected to the second ignition system power supply IG2. In this configuration, it is possible to detect that the electric load 200 is connected when the voltage change amount difference when the relay 43 is switched from off to on is larger than a predetermined change amount. Even in such a configuration, the same effect as that of the fourth embodiment is obtained.

G9. Modification 9:
In the fourth embodiment and the modified example 8, the power supply system ACC, IG1 and IG2 are started by switching the relays 41, 42 and 43 on and off, but the present invention is not limited thereto. For example, in a configuration that does not use a relay, each power supply system may be activated by using a mechanical switch with a key cylinder. Even in such a configuration, the same effect as that of the fourth embodiment and the modified example 8 is obtained.

G10. Modification 10:
In the first embodiment, the change amount of the charge amount SOC (SOC ₁ , SOC ₂ ) for two times estimated from the open end voltage OCV is not obtained, and the electric load 200 is generated by performing the calculation of the above equation (2). Although it was detected that it was connected, the present invention is not limited to this. For example, it may be detected that the electric load 200 is connected by obtaining the amount of change in the estimated two charge amounts SOC (SOC ₁ , SOC ₂ ). Specifically, the amount of change in the charge amount SOC is obtained from the estimated two charge amount SOCs (SOC ₁ , SOC ₂ ). Further, the amount of change in the charge amount SOC of the battery 140 is obtained from the integrated value of the current values indicated by the current sensor 152. When the difference between these two changes in the charge amount SOC is smaller than a predetermined threshold value (K described above), it may be detected that the electric load 200 is connected. Even in such a configuration, the same effect as that of the first embodiment is obtained.

The present invention is not limited to the above-described embodiments and modifications, and can be realized with various configurations within a range not deviating from the gist thereof. For example, the embodiments corresponding to the technical features in each of the embodiments described in the column of the outline of the invention, the technical features in the modifications are for solving a part or all of the above-mentioned problems, or the above-mentioned above. It is possible to replace or combine them as appropriate to achieve some or all of the effects. Further, if the technical feature is not described as essential in the present specification, it can be appropriately deleted.

10 ... Automatic operation control device, 10b ... Automatic operation control unit, 10c ... Automatic operation unit, 17 ... Load connection detection unit, 140 ... Battery, 200 ... Electric load

Claims (7)

An automatic driving control device (10) that controls the automatic driving of a vehicle equipped with a battery (140).
A load connection detection unit (17) for detecting that an electric load (200) is electrically connected to the battery, and a load connection detection unit (17).
When it is detected that the electric load is electrically connected to the battery while the automatic drive function, the automatic braking function, and the automatic steering function for executing the automatic operation are functioning, the battery is used. Of the automatic drive function, the automatic braking function, and the automatic steering function, the power is supplied and at least a part of the automatic drive function, the automatic braking function, and the automatic steering function is restricted. An automatic operation control unit (10b) that makes at least a part of the function function,
To prepare
Automatic operation control device. The automatic operation control device according to claim 1.
When the automatic operation control unit detects that the electric load is electrically connected to the battery while the automatic drive function, the automatic braking function, and the automatic steering function are functioning, the automatic operation control unit said. Of the automatic drive function, the automatic braking function, and the automatic steering function, power is supplied from the battery, and all the functions of the automatic drive function, the automatic braking function, and the automatic steering function are restricted. An automatic operation control device that keeps everything functioning. The automatic operation control device according to claim 1 or 2.
The limitation of the automatic driving function is an automatic driving control device including that the traveling speed of the vehicle does not exceed a predetermined threshold speed. The automatic operation control device according to any one of claims 1 to 3.
The limitation of the automatic braking function is an automatic driving control device including that the deceleration of the vehicle does not exceed a predetermined threshold deceleration. The automatic operation control device according to any one of claims 1 to 4.
The limitation of the automatic steering function is an automatic driving control device including that the steering angle of the vehicle does not exceed a predetermined threshold angle. It ’s a vehicle,
Battery (140) and
An automatic driving control device (10) that controls the automatic driving of the vehicle, and
Equipped with
The automatic operation control device is
A load connection detection unit (17) for detecting that an electric load (200) is electrically connected to the battery, and a load connection detection unit (17).
When it is detected that the electric load is electrically connected to the battery while the automatic drive function, the automatic braking function, and the automatic steering function for executing the automatic operation are functioning, the battery is used. Of the automatic drive function, the automatic braking function, and the automatic steering function, the power is supplied and at least a part of the automatic drive function, the automatic braking function, and the automatic steering function is restricted. An automatic operation control unit (10b) that makes at least a part of the function function,
Has a vehicle. It is an automatic driving control method in a vehicle having a battery and an automatic driving unit for executing automatic driving powered by the battery.
The process of detecting that an electric load is electrically connected to the battery, and
In the automatic driving unit, it was detected that the electric load was electrically connected to the battery while the automatic driving function, the automatic braking function, and the automatic steering function for executing the automatic driving were functioning. In this case, power is supplied from the battery, and after restricting at least a part of the automatic drive function, the automatic braking function, and the automatic steering function, the automatic drive function, the automatic braking function, and the automatic steering function are imposed. The process of making at least a part of the automatic steering function function, and
To prepare
Automatic operation control method.

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