JP5484933B2 - Electric vehicle rescue method - Google Patents

Description

  The present invention relates to an electric vehicle rescue method.

  Conventionally, an electric vehicle using a motor as a drive source is known. In an automobile using this type of motor as a drive source, the motor is generally driven by the electric power stored in the battery. Therefore, when the electric power of the battery is exhausted, the motor cannot be driven, and the automobile is self-propelled. It becomes impossible. If the remaining battery power is exhausted, the motor can be driven again by charging, but charging takes time. Therefore, in order to rescue an electric vehicle that has lost its remaining battery power and can no longer run on its own, technology relating to a rescue vehicle equipped with a battery for supplying power to the battery of the electric vehicle is disclosed. (For example, refer to Patent Document 1).

  In the battery-type electric vehicle of Patent Document 1, both the rescue vehicle and the rescue vehicle have a battery as a power source, and the voltage of the battery of the rescue vehicle is supplied to one of the rescue vehicle and the rescue vehicle. A voltage conversion device that converts the voltage to match the voltage of the battery is provided, and is configured to supply power from the battery of the rescued vehicle to the battery of the rescue vehicle via the voltage conversion device. is there.

JP 2001-231110 A

  However, in the battery-type electric vehicle of Patent Document 1, since the electric power of the rescue vehicle that is towing the rescue vehicle is supplied to the rescue vehicle, the rescue vehicle can exhibit torque that only pulls the rescue vehicle. It is necessary to mount a motor. In addition, it was necessary to use nerves to drive the rescue vehicle so that the rescue vehicle and the rescue vehicle do not collide.

  Therefore, the present invention has been made in view of the above circumstances, and provides a rescue method for an electric vehicle that can downsize the motor of the rescue vehicle and simplify the operation of the rescue vehicle. It is.

In order to solve the above problems, the invention described in claim 1 is an electric vehicle (for example, an electric vehicle according to the embodiment) in which it is difficult to take out electric power from a mounted battery (for example, the battery 13 in the embodiment). 10) The rescue method, wherein the electric vehicle includes a drive motor (for example, the drive motor 12 in the embodiment), and receives electric power stored in the rescue vehicle (for example, the rescue vehicle 20 in the embodiment). The rescue vehicle travels behind the electric vehicle, and the rescue vehicle and the electric vehicle are connected via a power supply cable (for example, the power supply cable 31 in the embodiment) , It is determined whether or not it is possible to charge the battery of the electric vehicle by the failure diagnosis system of the rescue vehicle. When it is determined that charging is not possible, power is supplied from the rescue vehicle to the drive motor and the battery of the electric vehicle via the power supply cable. The vehicle is configured to supply only to the drive motor of the vehicle, and the rescue vehicle is configured to be capable of traveling control so as to maintain a distance between the electric vehicle and a predetermined distance or more.

  The invention described in claim 2 is characterized in that, when the electric vehicle receives electric power from the rescue vehicle, the electric vehicle is controlled such that traveling performance is lower than that of the rescue vehicle.

  According to the first aspect of the present invention, since the electric vehicle and the rescue vehicle can be driven independently, the rescue vehicle does not need to pull the electric vehicle, and the motor of the rescue vehicle can be downsized. it can. In addition, the electric vehicle can be driven with a feeling close to normal driving, and the rescue vehicle is controlled so that it does not collide with the electric vehicle. Therefore, the electric vehicle can be safely moved to a desired location such as a repair facility. And the operation of the rescue vehicle can be simplified.

According to the second aspect of the present invention, since it is possible to prevent the electric vehicle traveling in the front from pulling away the rescue vehicle, the power supply cable is prevented from being disconnected, or the electric vehicle obstructs the travel of the rescue vehicle. Can be suppressed.

It is a schematic block diagram of the electric vehicle in embodiment of this invention. It is a schematic block diagram of the rescue vehicle in embodiment of this invention. It is a front view of the external control unit in the embodiment of the present invention. It is a side view which shows the state with which the electric vehicle and relief vehicle in embodiment of this invention were connected. It is a flowchart explaining the method to rescue the electric vehicle in embodiment of this invention. It is a side view which shows another aspect of the installation position of the external control unit in embodiment of this invention. It is a front view which shows another aspect of the installation position of the external control unit in embodiment of this invention. It is a side view which shows another aspect of the hook which fixes the cable in embodiment of this invention.

  Next, an embodiment of the present invention will be described with reference to FIGS. In the present embodiment, an electric vehicle will be described as an electric vehicle.

(Electric car)
FIG. 1 is a schematic configuration diagram of an electric vehicle. As shown in FIG. 1, an electric vehicle 10 includes a drive motor 12, a battery 13 disposed on the lower floor of the vehicle to supply electric power to the drive motor 12, and a control unit that controls traveling of the electric vehicle 10. 14.

  In addition, an external power supply cable or the like is connected to the rear portion of the vehicle so that power can be supplied from a rescue vehicle (described in detail later) when the remaining amount of the battery 13 is exhausted and the vehicle cannot travel. A control unit 15 is provided. The external control unit 15 is configured to be detachable.

  Further, the drive motor 12, the battery 13, and the external control unit 15 are provided with a power line 16 and a control line 17 that connect each other. With this configuration, when power is supplied from the rescue vehicle via the external control unit 15, the battery 13 is charged with the power, or the power is directly supplied to the drive motor 12 to drive the motor. You can do that.

(Relief vehicle)
FIG. 2 is a schematic configuration diagram of the rescue vehicle. As shown in FIG. 2, the rescue vehicle 20 includes a drive motor 22, a battery 23 provided to supply power to the drive motor 22, and a control unit 24 that controls the travel of the rescue vehicle 20. ing. The battery 23 of the rescue vehicle 20 needs to drive the drive motor 22 of the own vehicle and supply power to the electric vehicle 10 that is no longer able to run on its own. Therefore, a large capacity battery 23 is mounted on the rescue vehicle 20.

  In addition, an external control unit 25 to which a power supply cable or the like is connected is provided at the front of the vehicle in order to supply power to the electric vehicle 10 that has become unable to run due to the remaining amount of the battery 13 remaining. . The external control unit 25 is configured to be detachable.

  Further, the drive motor 22, the battery 23, and the external control unit 25 are provided with a power line 26 and a control line 27 that connect each other. With this configuration, the electric power stored in the battery 23 can be supplied to the electric vehicle 10 via the external control unit 25. In the unlikely event that the battery 23 of the rescue vehicle 20 runs out, the power is supplied from another rescue vehicle or the electric vehicle 10 and the battery 23 is charged with the power, or the direct drive motor 22. It is possible to supply electric power to the motor and drive the motor.

  FIG. 3 is a schematic front view of the external control unit 15 of the electric vehicle 10 and the external control unit 25 of the rescue vehicle 20. As shown in FIG. 3, each external control unit 15 and 25 is comprised by the substantially identical shape, and the power cable to which the electric power supply cable 31 for supplying electric power from the rescue vehicle 20 to the electric vehicle 10 is connected. A connection port 41, a communication cable connection port 42 to which a communication cable 32 for transmitting and receiving position information of each other's vehicles and the like is connected, and a protective rope 33 that connects between the electric vehicle 10 and the rescue vehicle 20 are attached. And a hook (not shown).

  That is, as shown in FIG. 4, the power supply cable 31, the communication cable 32, and the protection rope 33 are connected between the external control unit 15 of the electric vehicle 10 and the external control unit 25 of the rescue vehicle 20. It is configured. The protective rope 33 is shorter than the power supply cable 31 and the communication cable 32, and prevents the power supply cable 31 and the communication cable 32 from being cut.

  The electric vehicle 10 configured as described above can normally run by supplying power to the drive motor 12 while the battery 13 is charged with power. However, when the remaining amount of the battery 13 is exhausted or when the drive motor 12 cannot be driven due to some trouble, the electric vehicle 10 cannot run on its own.

Thus, the coping method when the electric vehicle 10 becomes unable to run on its own will be described with reference to the flowchart of FIG.
As shown in FIG. 5, in step S <b> 10, the electric vehicle 10 determines whether or not there is a self-diagnosis system that diagnoses the content of the failure in the own vehicle. When it has a self-diagnosis system, it progresses to step S11, and when it does not have a self-diagnosis system, it progresses to step S15. The self-diagnosis system is incorporated in the control unit 14, for example.

In step S11, the self-diagnosis system is activated, and the process proceeds to step S12.
In step S12, the cause of the failure of the electric vehicle 10 to run on its own is diagnosed, and the process proceeds to step S13.

  In step S13, it is determined whether or not the high-voltage system of the electric vehicle 10 is normal when diagnosing the cause of the electric vehicle 10 being unable to run on its own. If normal, the process proceeds to step S14, and there is an abnormality. In other words, if the drive motor 12 cannot be driven even if power is supplied from the outside, the process proceeds to step S16.

  In step S14 and step S15, it is determined that if electric power is supplied from the outside, the electric vehicle 10 can be driven again, and some method (for example, sounding a horn or blinking a lamp) is called to the rescue vehicle 20 To be displayed on the monitor).

  In step S16, it is determined that the electric vehicle 10 cannot be self-propelled even if power is supplied from the outside, and the process is terminated by transmitting it to the driver by some method so as to call a tow truck.

  Then, the response method by the side of the rescue vehicle 20 when the rescue vehicle 20 is called and arrives at the stop place of the electric vehicle 10 is demonstrated.

  In step S20, first, the external control units 15 and 25 are attached to the electric vehicle 10 and the rescue vehicle 20, and then the power supply cable 31, the communication cable 32, and the protective rope 33 are connected to the external control units 15 and 25, and the process proceeds to step S21. move on. Moreover, it progresses to step S30 corresponding to the electric vehicle 10 side. In addition, it arrange | positions so that the electric vehicle 10 may be located ahead of the rescue vehicle 20 at this time (refer FIG. 4).

In step S21, the failure diagnosis system of the rescue vehicle 20 is activated, and the process proceeds to step S22. Note that the failure diagnosis system is incorporated in the control unit 24, for example.
In step S22, the cause of the failure of the electric vehicle 10 to run on its own is diagnosed, and the process proceeds to step S23.

  In step S23, it is determined whether or not the high-voltage system of the electric vehicle 10 is normal when diagnosing the cause of the electric vehicle 10 being unable to run on its own. If normal, the process proceeds to step S24, where there is an abnormality. In other words, if the drive motor 12 of the electric vehicle 10 cannot be driven even if power is supplied from the outside, the process proceeds to step S27.

  In step S24, it is determined whether or not the battery 13 of the electric vehicle 10 can be charged. If charging is possible, the process proceeds to step S25, and if charging is not possible, the process proceeds to step S26.

  In step S25, the electric power charged in the battery 23 of the rescue vehicle 20 is supplied to the drive motor of the electric vehicle 10 via the power circuit 26, the external control unit 25, the power supply cable 31, the external control unit 15, and the power circuit 16. 12 is supplied to the battery 13 and the process is terminated. With this configuration, the electric vehicle 10 can drive the drive motor 12 and charge the battery 13 with electric power.

  In step S26, since the battery 12 of the electric vehicle 10 cannot be charged for some reason, the power charged in the battery 23 of the rescue vehicle 20 is directly supplied only to the drive motor 12 of the electric vehicle 10 for processing. finish.

  In step S <b> 27, the failure diagnosis system of the rescue vehicle 20 diagnoses the cause of the failure of the electric vehicle 10 so that the electric vehicle 10 cannot be self-propelled. Then, it is transmitted to the driver by some method so as to call the tow truck, and the process is terminated.

Then, the response method by the side of the electric vehicle 10 when the rescue vehicle 20 is called and arrives at the stop place of the electric vehicle 10 is demonstrated.
In step S30, it is determined whether or not the power supply cable 31 is connected to the external control unit 15. If the power supply cable 31 is connected, the process proceeds to step S31. If not connected, the process proceeds to step S34. .

  In step S31, when the power supply cable 31 is connected, it is determined that the rescue vehicle 20 is connected to the rear of the electric vehicle 10 via the power supply cable 31, and the output limit of the drive motor 12 is turned on. The process proceeds to step S32. That is, when the power supply cable 31 is coupled to the power cable connection port 41 of the external control unit 15, the electric vehicle 10 senses the coupling and is limited by the control unit 14 to the output of the drive motor 12. The sudden acceleration of the electric vehicle 10 can be restricted to prevent the protection rope 33 from being torn off and the hook to which the protection rope 33 is connected can be prevented. Note that the external control unit 15 may sense the coupling of the power supply cable 31, or the control unit 24 or the external control unit 25 on the rescue vehicle 20 side.

In step S32, it is confirmed whether or not the power supply cable 31 has been removed from the external control unit 15. If the power supply cable 31 has been removed, the process proceeds to step S33, and if connected, the process returns to step S31. .
In step S33, since the power supply cable 31 has been removed from the external control unit 15, the output restriction of the drive motor 12 is turned OFF, the normal state is restored, and the process is terminated.
In step S34, since the power supply cable 31 is not connected to the external control unit 15, the output limit of the drive motor 12 remains OFF, the normal state is maintained, and the process is terminated.

  When the electric vehicle 10 and the rescue vehicle 20 are set according to the flow of the flowchart, the electric vehicle 10 can self-propell the rescue vehicle 20 while following the rear, and the electric vehicle 10 can be rescued.

  At this time, if there is no failure in the battery 13 of the electric vehicle 10, that is, if the remaining amount of the battery 13 is simply exhausted, the battery 13 of the rescue vehicle 20 and Charging from the regenerative mechanism of the electric vehicle 10 can shorten the charging time after rescue.

Further, the external control unit 15 and / or the external control unit 25 has a G sensor, a beacon, and an image marking mark inside and outside, and the deceleration information and steering moment of the electric vehicle 10 through the communication cable 32 or a wireless transmitter or camera. Information, position information, and the like can be transmitted to the rescue vehicle 20.
By configuring in this way, the accuracy of automatic tracking or manual tracking assist of the rescue vehicle 20 traveling behind the electric vehicle 10 can be improved, and a rear-end collision between the electric vehicle 10 and the rescue vehicle 20 can be prevented. Can do.

  And the protection rope 33 which connects between the electric vehicle 10 and the rescue vehicle 20 is attached in order to prevent the power supply cable 31 and the communication cable 32 from being torn, but in some cases (for example, when the control unit 24 is malfunctioning) Etc.) The rescue vehicle 20 can be pulled by the electric vehicle 10.

  According to this embodiment, since the electric vehicle 10 and the rescue vehicle 20 can be driven independently, it is not necessary for the rescue vehicle 20 to pull the electric vehicle 10, and the drive motor 22 of the rescue vehicle 20 is downsized. can do. Moreover, since the electric vehicle 10 can be driven with a feeling close to normal driving, and the rescue vehicle 20 is controlled so as not to collide with the electric vehicle 10, the electric vehicle 10 can be safely secured to a desired facility such as a repair facility. While being able to move to a place, driving of the rescue vehicle 20 can be simplified.

  Moreover, since the electric vehicle 10 is configured to be controllable so that the traveling performance is lower than that of the rescue vehicle 20 when receiving power from the rescue vehicle 20, the electric vehicle 10 traveling in front moves the rescue vehicle 20 apart. Therefore, it is possible to prevent the protection rope 33 from being cut or to prevent the electric vehicle 10 from obstructing the travel of the rescue vehicle 20.

  The present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the specific structure and shape described in the embodiment are merely examples, and can be changed as appropriate.

  For example, in the present embodiment, the case where the external control unit 15 is installed in the rear part of the electric vehicle 10 has been described. However, as shown in FIGS. 6 and 7, the external control unit 15 is provided in the front part or the side part of the vehicle. You may comprise so that it may install. In this case, the protection rope is connected separately, and the power supply cable 31 and the communication cable 32 are laid on a route that does not affect the driver's field of view by using the pantograph pole 51 and the hook 52. do it. The pantograph pole 51 and the hook 52 are attached to a cable routing hook base 53 attached to a roof rail or a rain garter.

  Further, as shown in FIG. 8, the pantograph pole 51 may be configured to be installed using a mounting portion 54 of a radio antenna installed at the upper part of the vehicle. That is, the pantograph pole 51 may be attached instead of the radio antenna, and the power supply cable 31 and the communication cable 32 may be connected to the external control unit 15 via the pantograph pole 51.

  The power supply cable 31 and the communication cable 32 are not necessarily hooks having a pantograph structure for guiding the power supply cable 31 and the communication cable 32 toward the external control unit 15, but the electric vehicle 10 and the rescue vehicle 20 can be formed by using the pantograph structure. Even when tension is applied to the power supply cable 31 and the communication cable 32, the tension can be absorbed by expansion and contraction of the hook of the pantograph structure.

  Further, a hook structure may be integrated with the radio antenna so that the radio antenna can be used as it is without removing the radio antenna.

  In the present embodiment, an electric vehicle (four-wheeled vehicle) has been described as an electric vehicle. However, the present invention can also be applied to an electric motorcycle or an electric cart.

  DESCRIPTION OF SYMBOLS 10 ... Electric vehicle (electric vehicle) 12 ... Battery 20 ... Rescue vehicle 33 ... Protection rope (connection rope)

Claims (2)

An electric vehicle rescue method in which it is difficult to extract electric power from an installed battery,
The electric vehicle includes a drive motor and is configured to be able to travel by receiving electric power stored in the rescue vehicle,
The rescue vehicle travels behind the electric vehicle, and the rescue vehicle and the electric vehicle are connected via a power supply cable .
Determining whether it is possible to charge the battery of the electric vehicle with the failure diagnosis system of the rescue vehicle;
If it is determined that charging is possible, power is supplied from the rescue vehicle to the drive motor and the battery of the electric vehicle via the power supply cable.
When it is determined that charging is impossible, the power of the rescue vehicle is configured to be supplied only to the drive motor of the electric vehicle,
The rescue vehicle is configured to be capable of traveling control so as to maintain an inter-vehicle distance with the electric vehicle for a predetermined interval or more.   The electric vehicle rescue method according to claim 1, wherein the electric vehicle is controlled such that traveling performance is lower than that of the rescue vehicle when receiving electric power from the rescue vehicle.

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