JP5741477B2 - Vehicle, vehicle notification device, and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle, a vehicle notification device, and a vehicle control method, and more particularly to information control for information about retreat travel when an abnormality occurs in the vehicle.

  2. Description of the Related Art In recent years, attention has been paid to a vehicle that is mounted with a power storage device (for example, a secondary battery or a capacitor) and travels using driving force generated from electric power stored in the power storage device as an environment-friendly vehicle. Such vehicles include, for example, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like.

  In these vehicles, generally, an inverter is used to convert DC power from the power storage device into AC power to drive a rotating electrical machine such as a motor generator. Then, the vehicle is driven using the driving force generated by the rotating electrical machine. When the vehicle is to be stopped, generation of driving force from the rotating electric machine is stopped by setting the inverter in a non-driven state.

  In such a vehicle, when a failure occurs in a drive system device, the vehicle is temporarily stopped until the vehicle is withdrawn to a safe place without stopping the vehicle immediately according to the state of occurrence of the failure. There is a case where the mode can be switched to the evacuation travel mode in which the travel can be continued.

  Japanese Patent Laying-Open No. 2009-274566 (Patent Document 1) states that in a series / parallel type hybrid vehicle that can be switched between a series type and a parallel type in accordance with the connection state of the clutch, the clutch remains in an unconnected state. A technology for forcibly switching to EV (Electric Vehicle) travel and calculating the travelable distance with the remaining battery power and notifying the user when a failure occurs is disclosed.

JP 2009-274466 A JP 2001-231103 A JP 2011-166937 A JP 2009-012705 A

  In Japanese Patent Application Laid-Open No. 2009-274666 (Patent Document 1), when the clutch is out of order and retreat travels, the user can know the travelable distance, so the user travels to a dealer or repair shop. Or, it can be judged whether to evacuate to a safe place and request relief.

  However, in JP 2009-274466 A (Patent Document 1), the travelable distance is calculated based on the average power consumption of the vehicle. Therefore, depending on the driving state of the user during the evacuation travel, more power than the average power consumption may be consumed, and the notified travelable distance may not be achieved.

  Further, during retreating, the user often tries to travel to a dealer or a repair shop, and in such a case, it is desired to increase the travelable distance as much as possible.

  The present invention has been made in order to solve such a problem, and an object of the present invention is to reduce the travelable distance in the retreat travel as much as possible when an abnormality occurs in the vehicle drive system and the retreat travel is performed. Is to increase.

  The vehicle according to the present invention can travel using the electric power from the power storage device. A display unit for visually notifying the driver of the state of the vehicle and a control device for controlling the display unit are provided. The control device switches to the evacuation travel mode and causes the vehicle to travel when an abnormality of the vehicle occurs. The control device displays information on an operation for increasing the travelable distance in the retreat travel mode on the display unit.

  Preferably, the control device has a plurality of modes as the retreat travel mode. The control device specifies an abnormal part when an abnormality of the vehicle occurs, and selects one mode corresponding to the specified abnormal part from a plurality of modes. The control device displays the above information on the display unit according to the selected mode.

  Preferably, when the amount of the information exceeds a predetermined displayable amount of the display unit, the control device displays the content of the information to be displayed by a plurality of displays on the display unit.

  Preferably, the vehicle further includes an alarm output unit for audibly notifying the driver of information.

  Preferably, the vehicle includes an internal combustion engine, a first rotating electrical machine that generates electric power using rotational force from the internal combustion engine, a second rotating electrical machine that generates travel driving force using electric power from the power storage device, A power conversion device for converting power from the device to drive the first and second rotating electrical machines.

  A vehicle notification device according to the present invention is a notification device for a vehicle that can travel using electric power from a power storage device. The notification device includes a display unit for visually notifying the driver of the state of the vehicle, and a control device for controlling the display unit. The vehicle travels while being switched to the evacuation travel mode when a vehicle abnormality occurs. The control device displays information on an operation for increasing the travelable distance in the retreat travel mode on the display unit.

  A vehicle control method according to the present invention is a control method for a vehicle that can travel using electric power from a power storage device. The vehicle includes a display unit for visually notifying the driver of the state of the vehicle. The control method includes a step of switching to the retreat travel mode when a vehicle abnormality occurs, and a step of displaying information on an operation for increasing the travelable distance in the retreat travel mode on the display unit.

  ADVANTAGE OF THE INVENTION According to this invention, when abnormality arises in the drive system of a vehicle and evacuation driving | running | working is made, it becomes possible to increase the possible travel distance in evacuation driving as much as possible.

1 is an overall block diagram of a vehicle according to an embodiment. It is a figure for demonstrating the detail of the drive circuit of the rotary electric machine in FIG. It is a figure for demonstrating the 1st example of evacuation driving mode. It is a figure for demonstrating the 2nd example of evacuation driving mode. It is a figure for demonstrating the 3rd example of evacuation driving mode. It is a 1st figure for demonstrating the travel restrictions in each evacuation travel mode. It is a 2nd figure for demonstrating the travel restrictions in each evacuation travel mode. It is a figure which shows the example of a display in a display part. In this Embodiment, it is a functional block diagram for demonstrating the notification control performed by ECU. In this Embodiment, it is a flowchart for demonstrating the detail of the notification control process performed by ECU.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall block diagram of a vehicle 100 according to the present embodiment. Referring to FIG. 1, vehicle 100 includes a power storage device 110, a system main relay (SMR) 115, a converter 120 and an inverter 130 that constitute a power conversion device, motor generators 140 and 145, an internal combustion engine. It includes an engine 150 that is an engine, a power split mechanism 160, a speed reducer 170, drive wheels 180, a notification unit 190, and an ECU (Electronic Control Unit) 300 that is a control device. Inverter 130 includes inverters 131 and 135.

  The power storage device 110 is a power storage element configured to be chargeable / dischargeable. The power storage device 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, or a power storage element such as an electric double layer capacitor.

  Power storage device 110 is connected to converter 120 via SMR 115. Power storage device 110 supplies power for generating driving force of vehicle 100 to converter 120. Power storage device 110 stores the electric power generated by motor generators 140 and 145. The output of power storage device 110 is, for example, about 200V.

  Converter 120 boosts electric power from power storage device 110 and lowers electric power from inverter 130 based on control signal PWC from ECU 300.

  Inverters 131 and 135 are connected in parallel to converter 120. Inverters 131 and 135 convert DC power supplied from converter 120 into AC power based on control signals PWI1 and PWI2 from ECU 300, respectively, and drive motor generators 140 and 145, respectively.

  Motor generators 140 and 145 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.

  Motor generators 140 and 145 are coupled to engine 150 via a power split mechanism 160 represented by a planetary gear. Specifically, the output shaft of motor generator 140 is coupled to a sun gear of a planetary gear (not shown) included in power split mechanism 160. The output shaft of motor generator 145 is coupled to the ring gear of the planetary gear through a reduction gear. The output shaft of engine 150 is coupled to the planetary carrier of the planetary gear. Further, the output shaft of motor generator 145 is coupled to drive wheel 180 via reduction gear 170.

  Engine 150 is controlled by ECU 300 using control signal DRV. Then, ECU 300 operates motor generators 140 and 145 and engine 150 in a coordinated manner to generate a necessary vehicle driving force.

  Further, motor generators 140 and 145 can generate electric power using the rotational force from engine 150 or the rotational force transmitted from drive wheel 180 via reduction gear 170, and charge power storage device 110 using this generated electric power. can do. In the present embodiment, motor generator 145 is used exclusively as an electric motor for driving drive wheels 180, and motor generator 140 is used exclusively as a generator driven by engine 150.

  In FIG. 1, a configuration in which two sets of motor generators and inverters are provided is shown as an example. However, the present invention is applicable to any vehicle provided with at least one set of motor generators and inverters. In the case where there is one motor generator, or more than two motor generators may be provided.

  In FIG. 1, a hybrid vehicle including an engine 150 and motor generators 140 and 145 will be described as an example. However, the engine 150 is not essential, and the present invention is applicable to electric vehicles and fuel cell vehicles that do not have the engine 150. Applicable.

  Motor generators 140 and 145 are provided with temperature sensors 141 and 142 for detecting the temperature of the internal coils, respectively. Temperature sensors 141 and 142 output detected temperatures TM1 and TM2 to ECU 300, respectively. Note that the temperature sensors 141 and 142 are not indispensable components, and the temperatures of the motor generators 140 and 145 may be calculated from the integrated value of the energization current to the motor generators 140 and 145, and the like.

  Vehicle 100 further includes an air conditioner (air conditioner) 200, a DC / DC converter 210, an auxiliary load 220, and an auxiliary battery 230 as auxiliary devices.

  Air conditioner 200 is connected to converter 120 in parallel with inverter 130. Air conditioner 200 performs air conditioning of the passenger compartment using the electric power boosted by converter 120.

  The DC / DC converter 210 is connected in parallel with the air conditioner 200, steps down the power from the converter 120, and supplies the stepped down power to the auxiliary load 220 and the auxiliary battery 230, which are low-voltage equipment. The power supply voltage supplied to auxiliary machine load 220 and auxiliary machine battery 230 is, for example, about 12V.

  Auxiliary machine load 220 is a low-voltage equipment of the vehicle, and includes, for example, lamps, wipers, audio, defogger, and the like. Auxiliary battery 230 is typically composed of a lead-acid battery, stores power from DC / DC converter 210, and supplies power voltage to auxiliary load 220, notification unit 190, and ECU 300.

  The notification unit 190 is a device for notifying the user of various information. The notification unit 190 includes a display unit 191 and an alarm output unit 192. The display unit 191 is a device for visually providing information to the user, and corresponds to, for example, a display panel provided on the front panel of the driver's seat, a navigation device, or the like. Display unit 191 receives control signal DSP from ECU 300 and performs display in accordance with control signal DSP.

  Further, the alarm output unit 192 is a device for audibly providing information to the user, and for example, a buzzer, a chime or a voice alarm can be employed. The alarm output unit 192 receives the control signal ALM from the ECU 300 and outputs an alarm according to the control signal ALM.

  ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in FIG. 1, and inputs signals from each sensor and the like, and outputs control signals to each device. 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  ECU 300 receives detection values of voltage VB and current IB from a voltage sensor and a current sensor (both not shown) provided in power storage device 110, and calculates a state of charge (SOC) of power storage device 110.

  ECU 300 also receives temperatures TM1 and TM2 of motor generators 140 and 145 from temperature sensors 141 and 142, and failure signals FLT1 and FLT2 for power storage device 110 and inverter 130, respectively. The evacuation traveling control as described in the above is performed.

  In FIG. 1, one control device is provided as the ECU 300, but a separate control device may be provided for each function or for each control target device.

  Next, details of the drive circuit of the motor generators 140 and 145 in FIG. 1 will be described with reference to FIG.

  Referring to FIGS. 1 and 2, power storage device 110 is connected to converter 120 by power lines PL1, NL1.

  SMR 115 includes a relay connected to the positive end of power storage device 110 and power line PL1, and a relay connected to the negative end of power storage device 110 and power line NL1. SMR 115 switches between power supply and cutoff between power storage device 110 and converter 120 based on control signal SE <b> 1 from ECU 300.

  Converter 120 includes a reactor L1, switching elements Q1, Q2, and diodes D1, D2. Switching elements Q1, Q2 are connected in series between power line PL2 and power line NL1. Switching elements Q1, Q2 are controlled by a switching control signal PWC from ECU 300.

  In the present embodiment, for example, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, or a power bipolar transistor can be used as the switching element. Anti-parallel diodes D1 and D2 are arranged for switching elements Q1 and Q2. Reactor L1 is connected between a connection node of switching elements Q1, Q2 and power line PL1. That is, converter 120 forms a so-called chopper circuit.

  Converter 120 is basically controlled such that switching elements Q1 and Q2 are turned on and off in a complementary manner in each switching period. Converter 120 boosts DC voltage VL supplied from power storage device 110 to DC voltage VH (hereinafter, this DC voltage corresponding to the input voltage to inverters 131 and 135 is also referred to as “system voltage”) during the boosting operation. . This boosting operation is performed by supplying the electromagnetic energy accumulated in reactor L1 during the ON period of switching element Q2 to power line PL2 via switching element Q1 and antiparallel diode D1.

  Converter 120 steps down DC voltage VH to DC voltage VL during the step-down operation. This step-down operation is performed by supplying the electromagnetic energy stored in reactor L1 during the ON period of switching element Q1 to power line NL1 via switching element Q2 and antiparallel diode D2. The voltage conversion ratio (the ratio of VH and VL) in these step-up and step-down operations is controlled by the on-period ratio (duty ratio) of the switching elements Q1 and Q2 in the switching period. Note that VH = VL (voltage conversion ratio = 1.0) can be obtained by switching the switching element Q1 on and fixing the switching element Q2 off.

  Capacitor C1 is provided between power lines PL1 and NL1, and reduces voltage fluctuation between power lines PL1 and NL1. Capacitor C2 is provided between power lines PL2 and NL1, and reduces voltage fluctuation between power lines PL2 and NL1.

  Inverter 131 includes U-phase upper and lower arms 132, V-phase upper and lower arms 133, and W-phase upper and lower arms 134 provided in parallel between power lines PL2 and NL1. Each phase upper and lower arm includes a switching element connected in series between power lines PL2 and NL1. For example, U-phase upper and lower arms 132 include switching elements Q3 and Q4, V-phase upper and lower arms 133 include switching elements Q5 and Q6, and W-phase upper and lower arms 134 include switching elements Q7 and Q8. Antiparallel diodes D3 to D8 are connected to switching elements Q3 to Q8, respectively. Switching elements Q3 to Q8 are controlled by a control signal PWI1 from ECU 300.

  As described above, motor generator 140 is typically a three-phase permanent magnet type synchronous motor, and one end of three coils in U, V, and W phases is commonly connected to a neutral point. Furthermore, the other end of each phase coil is connected to a connection node of two switching elements in each phase upper and lower arms 132 to 134.

  Inverter 135 for driving motor generator 145 is connected in parallel with inverter 130 to power lines PL2 and NL1. Since the detailed configuration of inverter 135 is the same as the configuration of inverter 130, the detailed configuration is not described in FIG. 2, and the description thereof will not be repeated.

  In such a vehicle, when a drive system such as a power storage device, an inverter, a motor generator, or an engine fails, the system is stopped immediately, and the vehicle cannot be moved, so that the vehicle is stuck on the road. There is a fear. If it does so, the driving | running | working of another vehicle may be disturbed and the influence on traffic environment, such as causing a traffic jam, may be produced.

  In order to avoid such a situation, when a drive system such as that described above fails, retreat travel that continues travel while limiting travel performance to the extent that no additional abnormality occurs in the system May be implemented.

  By this retreat travel, the vehicle can be retreated to a safe place even when an abnormality occurs in the drive system, and the vehicle can be transported to a dealer or a repair shop within the travelable distance range.

  However, when an appropriate driving operation is not performed by the user in the evacuation traveling, there is a possibility that the traveling of the travelable distance predicted at the beginning cannot be performed. In this case, for example, there may be a situation in which it is impossible to reach the target dealer or home that exists within the range of the estimated travelable distance.

  Therefore, in the present embodiment, notification control is performed to notify the user of information related to an operation for increasing the travelable distance when an abnormality occurs in the vehicle drive system and the retreat travel is executed. Accordingly, it is possible to prompt the user to perform a driving operation suitable for evacuation traveling, and to enable traveling to a desired location.

  An example of the retreat travel mode corresponding to the abnormal part will be described with reference to FIGS. 3 shows a “motor running mode” in which only the driving force from the motor generator 145 runs, FIG. 4 shows an “engine direct running mode” in which only the driving force from the engine 150 runs, and FIG. The “battery-less travel mode” in which the motor generator 145 is driven only by the electric power generated by the motor generator 140 without using the electric power of FIG.

  Referring to FIG. 3, the “motor travel mode” is an evacuation travel mode that is employed when an abnormality occurs in equipment related to the generator system, such as engine 150, motor generator 140, and inverter 131. In such an abnormality, if one of the motor generator 140 and the engine 150 cannot be driven, generally the other cannot be driven due to the balance of forces in the power split mechanism 160. Then, the driving force from engine 150 cannot be used as the traveling driving force, and furthermore, the motor generator 140 cannot generate power.

  Therefore, in this case, as indicated by an arrow AR1 in FIG. 3, the vehicle travels only with the driving force output from motor generator 145 using only the electric power stored in power storage device 110. In addition, when regenerative braking is executed during downhill traveling or deceleration, the power generated by motor generator 145 is stored in power storage device 110.

  In this “motor running mode”, the engine 150 and the motor generator 140 cannot be used, so that the driving force by the engine 150 cannot be assisted, and the electric power generated by the motor generator 140 can be used as the driving force of the motor generator 145. Can not. Therefore, there may occur a case where a sufficient torque cannot be secured during acceleration or high output.

  In addition, since charging of power storage device 110 is possible only during the regenerative operation of motor generator 145, even when the SOC of power storage device 110 decreases, a state where sufficient charging cannot be performed may occur. Therefore, the travelable distance is limited by the amount of electricity stored in power storage device 110.

  Therefore, in order to increase the travelable distance in the “motor travel mode”, it is important to suppress power consumption during travel as much as possible. That is, it is necessary to suppress sudden acceleration and sudden deceleration by smoothly performing the accelerator operation and to refrain from using the air conditioner 200 and the auxiliary load 220.

  Referring to FIG. 4, “engine direct travel mode” is a retreat travel mode that is employed when an abnormality relating to motor generator 145 and inverter 135 that drives motor generator 145 occurs. In this case, since the driving force from motor generator 145 cannot be output, vehicle 100 travels using only the driving force from engine 150 (arrow AR2-1 in FIG. 4). Further, at this time, a negative torque is applied by motor generator 140 to receive the reaction force of engine 150, whereby electric power can be generated by motor generator 140 depending on the traveling state of vehicle 100 (in FIG. 4). Arrow AR2-2).

  In the “engine direct running mode”, as described above, since the driving force from the motor generator 145 cannot be obtained and the driving is performed using only the driving force from the engine 150, the output torque of the engine 150 can be output. Limited to torque. When power storage device 110 is fully charged, motor generator 140 cannot generate power to prevent overcharging. Therefore, the travelable distance is limited to the remaining amount of fuel and the remaining chargeable capacity of power storage device 110.

  Therefore, in order to increase the travelable distance in the “engine direct travel mode”, the fuel consumption by engine 150 is reduced, and charging of power storage device 110 by the power generated by motor generator 140 is suppressed. It becomes important. That is, it is necessary to suppress the fuel consumption in the engine 150 by smoothly performing the accelerator operation, or to promote the use of the air conditioner 200 and the auxiliary machine load 220 to increase the power consumption.

  Referring to FIG. 5, “battery-less travel mode” is an evacuation travel mode that is employed when an abnormality relating to power storage device 110 occurs. In this case, motor generator 145 cannot be driven using the electric power from power storage device 110, and further, the power generated by motor generators 140 and 145 cannot be stored in power storage device 110. Therefore, vehicle 100 uses the power generated by motor generator 140 to generate driving force (arrow AR3-1 in FIG. 5) generated by motor generator 145 and driving force generated by engine 150 (in FIG. 5). Travel using the arrow AR3-2).

  In the “battery-less travel mode”, it is necessary to balance the balance between the power generated by the motor generator 140 and the power consumed by the motor generator 145. In other words, the motor generator 145 cannot use power exceeding the power generated by the motor generator 140, and the driving force that can be output is limited. On the other hand, even if motor generator 140 can generate sufficient power, it cannot charge power storage device 110 and therefore cannot generate power exceeding the power consumption of motor generator 145. Furthermore, since the electric power during the regenerative operation cannot be stored in the power storage device 110, a case where the regenerative braking force cannot be sufficiently obtained may occur.

  In the “battery-less travel mode”, the travel can be continued if the engine 150 can be driven, and therefore the travelable distance is limited to the remaining fuel amount.

  Therefore, in order to increase the travelable distance in the “battery-less travel mode”, it is important to reduce the fuel consumption by the engine 150 and to suppress the power consumption by other than the motor generator 145. That is, the fuel consumption in the engine 150 is suppressed by smoothly performing the accelerator operation, and the generated power of the motor generator 140 is efficiently supplied to the motor generator 145 by avoiding the use of the air conditioner 200 and the auxiliary load 220. It is necessary to communicate.

  In addition, when an abnormality occurs in devices other than the above in the drive system, any one of the above-described retreat travel modes or a retreat travel mode other than the above can be employed. For example, when converter 120 in the drive system becomes abnormal, the evacuation travel modes that can be selected according to the abnormal state of converter 120 are different.

  Specifically, in the state where the diode D1 connected in reverse parallel to the switching element Q1 in FIG. 2 is functioning correctly, the power from the power storage device 110 is supplied to the inverter even if the switching operation of the converter 120 is stopped. Is possible. Therefore, in this case, the vehicle can travel using the electric power from power storage device 110 and the driving force of engine 150, although it is accompanied by output limitation due to the inability of boosting operation by converter 120 and prohibition of charging of power storage device. it can.

  On the other hand, when the diode D1 becomes abnormal to be in a non-conductive state, the electric power from the power storage device 110 is cut off as a result, and thus the “battery-less travel mode” is employed.

  If an abnormality occurs in the SMR 115, the “battery-less travel mode” can be set, or the system can be stopped with an emphasis on safety.

  In the above description, the state in which the functions of each device are completely lost has been described as an example.However, if an abnormal state is not a state in which the function is completely lost, but is a failure accompanied by a decrease in function, an output is given. The travel mode may be the same as the normal travel mode while limiting, or the vehicle may travel while switching the retreat travel mode in the travel state.

  As described above, in each retreat travel mode, it is possible to continue traveling of the vehicle for a certain period even when an abnormality occurs, but the travel performance may be limited as described above.

  6 and 7 are diagrams for explaining travel restriction in each retreat travel mode. FIG. 6 shows the relationship between the vehicle speed and the drive torque transmitted to the drive wheels in each retreat travel mode.

  In the graph of FIG. 6, a case where no abnormality has occurred is indicated by a line W10, and the “motor travel mode”, “engine direct travel mode”, and “battery-less travel mode” which are retreat travel modes are respectively represented by lines W11, W12 and W13 are shown.

  In the “motor running mode”, a relatively large driving torque can be output with the driving force of only the motor generator 145 in the low vehicle speed range, but the electric power supplied from the motor generator 140 cannot be obtained when the vehicle speed increases. As a result, the driving torque rapidly decreases.

  In the present embodiment, the driving force for traveling is mainly the driving force from motor generator 140, and the driving force from engine 150 is mainly used for power generation of motor generator 140. Yes. Therefore, in the “engine direct running mode”, the driving force directly used for driving the drive wheels 180 is reduced as a whole.

  On the other hand, in the case of a hybrid vehicle that mainly uses the driving force from the engine as the driving force and uses the driving force from the motor generator as a supplement, it is relatively large in the “engine direct running mode”. The driving force can be output, and in the “motor running mode”, the driving force that can be output as a whole can be reduced.

  In the “battery-less running mode”, the engine 150 and the motor generators 140 and 145 that generate the driving force can basically operate normally. Therefore, there is an output limitation due to the balance between the generated power and the consumed power. However, a relatively stable driving force can be output throughout the vehicle speed.

  FIG. 7 summarizes the contents described with reference to FIGS. In FIG. 7, an abnormal part, an example of travel restriction content, a travelable condition, a method for increasing a travelable distance, and a specific display example on the display unit 191 are shown for each retreat travel mode. In FIG. 7, acceleration performance and maximum vehicle speed are shown as travel restrictions. Although the description of each item in FIG. 7 will not be given, the numerical value representing the travel restriction in FIG. 7 is only an example, and this numerical value is the specification of the equipment such as the engine and the motor generator, the design condition, and the SOC. It should be noted that it can be changed in response to a change in state or the like.

  As described above, since the limitation of the travel performance is different in each evacuation travel mode, the user performs an appropriate evacuation travel if he / she cannot correctly recognize how to cope with the adopted evacuation travel mode. I can't. In particular, when an abnormality occurs, there is a possibility that the user may be in a state where it is difficult for the user to make a calm decision due to a change of mind. Therefore, when an abnormality occurs and the mode is switched to the evacuation travel mode, it is important to accurately notify the user of operation information for enabling appropriate driving.

  FIG. 8 shows an example of information displayed on the display unit 191 as shown in FIG. In FIG. 8, the failure site, the travelable distance, and the content of the recommended operation for increasing the travelable distance are shown as examples of message information displayed on the display unit 191. Further, instead of or in addition to these pieces of information, other information such as information on the SOC, the remaining amount of fuel, or information on nearby dealers and repair shops may be displayed. The specific numerical value in the display example of FIG. 8 is an example. For example, the degree is expressed by a relative degree such as “large”, “medium”, and “small”, or by a different pattern depending on the degree. Or you may. Further, for example, the numerical value, display color, message content, and the like may be sequentially changed according to the SOC of power storage device 110, the remaining fuel amount, and the traveling environment. The display content is also updated when the mode is changed between the evacuation travel modes.

  When the display area of the display unit is small and the displayable amount of the display unit is less than the amount to be displayed, the above information may be divided and displayed while switching. Also, if the user cannot grasp the contents in a short time when many characters are displayed at once, the display contents are divided and displayed even if the displayable amount of the display unit is sufficient. It may be.

  In the division of the information on the travel restriction content, the same information (for example, an abnormal part) may be repeatedly displayed as long as all the content to be displayed can be displayed by a plurality of displays. Furthermore, the display may be switched by scrolling.

  In addition to the visual display on the display unit, the notification to the user is preferably output together with an audible alarm such as a buzzer or a voice announcement. In this case, it is more desirable to change the warning mode according to the degree of travel restriction so that the user can effectively understand the importance and urgency of the restriction contents.

  Next, a specific control method in the present embodiment will be described with reference to FIGS. 9 and 10.

  FIG. 9 is a functional block diagram for describing notification control executed by ECU 300 in the present embodiment. Each functional block described in the functional block diagram illustrated in FIG. 9 is realized by hardware or software processing by the ECU 300.

  Referring to FIGS. 1 and 9, ECU 300 includes a travel mode determination unit 310, a travel distance calculation unit 320, a drive control unit 330, a display control unit 340, and an alarm control unit 350.

  Traveling mode determination unit 310 receives failure signals FLT1 and FLT2 from power storage device 110 and inverter 130, and temperatures TM1 and TM2 of motor generators 140 and 145 detected by temperature sensors 141 and 142, respectively. ECU 300 determines whether or not an abnormality has occurred based on these pieces of information. If an abnormality has occurred, ECU 300 determines a retreat travel mode corresponding to the abnormal part. Then, the control signal MOD that is the determination result is output to the travel distance calculation unit 320 and the drive control unit 330.

  In addition, as described above, information related to a failure of a drive system device other than the above, such as converter 120, may be additionally received, and the retreat travel mode corresponding to the information may be further determined.

  Drive control unit 330 receives signal MOD from travel mode determination unit 310. The drive control unit 330 calculates control signals PWC, PWI1, PWI2, DRV, and SE1 for operating each device so as to travel with limited travel performance corresponding to the retreat travel mode according to the signal MOD. Then, the drive control unit 330 drives devices such as the converter 120, the inverter 130, the engine 150, and the SMR 115 using the calculated control signal.

  Traveling distance calculation unit 320 receives the SOC of power storage device 110, the remaining amount of fuel FUEL, and signal MOD from travel mode determination unit 310. The travel distance calculation unit 320 calculates the travelable distance in the retreat travel mode corresponding to the signal MOD based on these pieces of information. Further, the travel distance calculation unit 320 acquires information about an operation for increasing the travelable distance from a storage unit (not shown) in the corresponding retreat travel mode. Then, the travel distance calculation unit 320 outputs a signal INFO including the calculated travelable distance and an operation for increasing the travelable distance to the display control unit 340 and the alarm control unit 350.

  The display control unit 340 generates a control signal DSP including a message to be displayed on the display unit 191 based on the travelable distance from the travel distance calculation unit 320 and the signal INFO including information on an operation for increasing the travelable distance. Generate. Then, the display control unit 340 uses the control signal DSP to display a message on the display unit in a manner as shown in FIG. 8, for example.

  The alarm control unit 350 determines the type and output cycle of the alarm output from the alarm output unit 192 based on the signal INFO from the travel distance calculation unit 320. Then, the alarm control unit 350 outputs a control signal ALM including these pieces of information to the alarm output unit 192, and causes the alarm output unit 192 to output an alarm corresponding to the limited travel performance.

  FIG. 10 is a flowchart for illustrating details of the notification control process executed by ECU 300 in the present embodiment. Each step in the flowchart shown in FIG. 10 is realized by a program stored in advance in ECU 300 being called from the main routine and executed in response to the establishment of a predetermined cycle or a predetermined condition. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  Referring to FIGS. 1 and 10, ECU 300 is driven based on failure signals FLT1 and FLT2 and temperatures TM1 and TM2 of motor generators 140 and 145 at step (hereinafter abbreviated as S) 100. Determine whether there is an abnormality in the system.

  If no abnormality has occurred (NO in S100), there is no need to perform retreat travel, so ECU 300 skips the subsequent processing and returns the processing to the main routine.

  If an abnormality has occurred (YES in S100), the process proceeds to S110, and ECU 300 determines the retreat travel mode corresponding to the abnormal part. In S120, ECU 300 switches to the retreat travel mode determined in S110, and drives devices such as inverter 130 and engine 150 according to the retreat travel mode.

  In S130, ECU 300 calculates the travelable distance in the switched retreat travel mode based on the SOC of power storage device 110, the remaining amount of fuel, and the like, and information on an operation for increasing the travelable distance. To get. Thereafter, ECU 300 outputs a corresponding message to display unit 191 based on these pieces of information (S140), and outputs an alarm corresponding to the restricted state from alarm output unit 192 (S150).

  In addition, as a specific example of the execution timing of the process, for example, it is executed at a fixed cycle every 10 to 30 seconds, and at the timing when the evacuation driving mode is switched, the timing when the driving state greatly fluctuates, and the like. You may do it.

  By performing the control according to the above-described process, when the vehicle that can travel using the electric power from the power storage device is switched to the retreat travel mode in response to the abnormality of the generated drive system, the retreat travel Information for increasing the travelable distance and the travelable distance in the mode can be provided to the user. As a result, when an abnormality occurs in the drive system, the user can take an appropriate action according to this notification. As a result, it is possible to reduce the influence on the traffic environment such as traffic jams caused by unintentional stuck places.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 vehicle, 110 power storage device, 115 SMR, 120 converter, 130, 131, 135 inverter, 132 U-phase upper and lower arms, 133 V-phase upper and lower arms, 134 W-phase upper and lower arms, 140, 145 motor generator, 141, 142 temperature sensor, 150 Engine, 160 Power split mechanism, 170 Reducer, 180 Drive wheel, 190 Notification unit, 191, 191A Display unit, 192 Alarm output unit, 200 Air conditioner, 210 DC / DC converter, 220 Auxiliary load, 230 Auxiliary battery , 300 ECU, 310 travel mode determination unit, 320 travel distance calculation unit, 330 drive control unit, 340 display control unit, 350 alarm control unit, C1, C2 capacitor, D1-D8 diode, L1 reactor, PL1, PL2, NL1 power line , Q ~Q8 switching element.

Claims (6)

A vehicle capable of traveling using electric power from the power storage device,
A display unit for visually notifying the driver of the state of the vehicle;
A control device for controlling the display unit,
The control device switches to the evacuation travel mode when an abnormality occurs in the vehicle, and causes the vehicle to travel,
The control device has a plurality of modes as the evacuation travel mode,
The control device specifies an abnormal part when an abnormality of the vehicle occurs, and selects one mode corresponding to the specified abnormal part from the plurality of modes,
The control device displays information on an operation for increasing a travelable distance in the selected retreat travel mode on the display unit.   The said control apparatus displays the content of the said information which should be displayed by the display on the said display part in multiple times, when the quantity of the said information exceeds the displayable quantity of the said display part determined beforehand. The vehicle according to 1.   The vehicle according to claim 1, further comprising an alarm output unit for audibly notifying the driver of the information. An internal combustion engine;
A first rotating electrical machine that generates electric power using rotational force from the internal combustion engine;
A second rotating electrical machine that generates a travel driving force using electric power from the power storage device;
The vehicle according to claim 1, further comprising: a power conversion device for converting electric power from the power storage device to drive the first and second rotating electric machines. A vehicle notification device capable of traveling using electric power from a power storage device,
A display unit for visually notifying the driver of the state of the vehicle;
A control device for controlling the display unit,
The vehicle travels in the evacuation travel mode when an abnormality occurs in the vehicle,
The evacuation travel mode includes a plurality of modes,
When an abnormality of the vehicle occurs, one mode is selected from the plurality of modes corresponding to the specified abnormal part,
The said control apparatus is a notification apparatus of a vehicle which displays on the said display part the information regarding operation for increasing the driving | running | working possible distance in the selected said evacuation driving mode. A method for controlling a vehicle capable of traveling using electric power from a power storage device,
The vehicle is
A display unit for visually notifying the driver of the state of the vehicle;
The control method is:
Identifying an abnormal site when an abnormality occurs in the vehicle;
A step of selecting a mode corresponding to the identified abnormal part from the evacuation travel mode including a plurality of modes;
Switching to the selected evacuation drive mode;
And a step of displaying information on an operation for increasing the travelable distance in the selected retreat travel mode on the display unit.

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