JP6961923B2 - Vehicle alarm device - Google Patents

Description

The present invention relates to a vehicle alarm device.

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

Japanese Unexamined Patent Publication No. 2009-261180

However, in the conventional technique as proposed in Patent Document 1, the driver mistakenly makes a mistake because the notification for suppressing the driver from leaving the driver's seat is uniform regardless of the state of the vehicle. When getting off, the same notification is given regardless of whether the vehicle does not start running or starts running. For this reason, the conventional technique has a problem that it is not possible to notify the surroundings of the seriousness of the vehicle starting to run without a driver.

The present invention has been made to solve the above-mentioned problems, and provides a vehicle alarm device capable of informing the surroundings of the seriousness of a vehicle starting to run in the absence of a driver. With the goal.

The vehicle warning device according to the present invention that solves the above problems includes an engine control unit that automatically stops the engine when a predetermined automatic stop condition is satisfied, at least in a vehicle warning device that uses an engine as a drive source. The alarm unit includes an alarm unit that issues an alarm when the driver determines that the vehicle is getting off while the engine is automatically stopped, and the alarm unit is a shift range in which the shift range of the vehicle can start the vehicle. and if it is, the change and when the vehicle shift range is the shift range can not be starting the vehicle, in a warning type of, for emitting an alarm.

The present invention can provide a vehicle alarm device capable of informing the surroundings of the severity of a vehicle starting to run in the absence of a driver.

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

The vehicle warning device according to an embodiment of the present invention includes an engine control unit that automatically stops the engine when a predetermined automatic stop condition is satisfied, and an engine, at least in the vehicle warning device that uses the engine as a drive source. It is provided with an alarm unit that issues an alarm when the driver determines that the vehicle is getting off in the automatically stopped state, and the alarm unit changes the type of alarm according to the shift range of the vehicle. Thereby, the vehicle alarm device according to the embodiment of the present invention can notify the surroundings of the seriousness of the vehicle starting to run in the absence of a driver.

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

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

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

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

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

The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor to give the engine 2 a rotational force at the time of starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stopped state by the idling stop function.

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

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

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

As described above, the hybrid vehicle 1 constitutes a parallel hybrid system in which the powers of both the engine 2 and the motor generator 4 can be used to drive the vehicle, and at least one of the engine 2 and the motor generator 4 outputs. It is designed to run by power.

The motor generator 4 also functions as a generator, and generates electricity by traveling the hybrid vehicle 1. The motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the drive wheels 5 so as to be able to transmit power, and does not necessarily have to be connected to the differential mechanism 27.

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

The first power storage device 30, the second power storage device 31, and the third power storage device 33 are composed of a rechargeable secondary battery. The first power storage device 30 is made of a lead battery. The second power storage device 31 is a power storage device having a higher output and a higher energy density than the first power storage device 30.

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

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

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

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

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

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

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

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

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

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

In this way, the first power storage device 30 is adapted to supply at least electric power to the starter 21 and the ISG 20 as starting devices for starting the engine 2. The second power storage device 31 is adapted to supply at least power to the general load 37 and the protected load 38.

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

The low-voltage BMS 15 stabilizes the protected load 38 while considering the state of charge (remaining charge) of the first power storage device 30 and the second power storage device 31 and the operation requirements for the general load 37 and the protected load 38. The switches 40 and 41 may be controlled differently from the above-described example in order to give priority to the operation.

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

The inverter 45 is controlled by the INVCM 14 to convert the AC power applied to the high voltage cable 35 and the DC power applied to the third power storage device 33 to each other. For example, when the motor generator 4 is forced to run, the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power by the inverter 45 and supplies the DC power to the motor generator 4.

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

The HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16 each have a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), backup data, and the like. It consists of a computer unit having a flash memory for storing, an input port, and an output port.

The ROM of these computer units stores various constants, various maps, and the like, as well as programs for making the computer unit function as HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16, respectively. ..

That is, when the CPU executes the program stored in the ROM using the RAM as the work area, these computer units are used as the HCU10, ECM11, TCM12, ISGCM13, INVCM14, low voltage BMS15, and high voltage BMS16 in this embodiment, respectively. Function.

In this embodiment, the ECM 11 is adapted to execute idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined stop condition is satisfied, and drives the ISG 20 via the ISGCM 13 to restart the engine 2 when the predetermined restart condition is satisfied. .. Therefore, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

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

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

The HCU 10 is connected to the ECM 11, TCM 12, ISGCM 13 and low voltage BMS 15 by a CAN communication line 49. The HCU10, ECM11, TCM12, ISGCM13, and low-voltage BMS15 mutually transmit and receive signals such as control signals via the CAN communication line 49.

As shown in FIG. 2, the ECM 11 in this embodiment has an engine control unit 51 that automatically stops the engine 2 when a predetermined automatic stop condition is satisfied, and a driver in a state where the engine 2 is automatically stopped. It has a function as an alarm unit 52 that issues an alarm when it is determined to disembark.

In this embodiment, the ECM 11 is switched to a mode in which the engine 2 is automatically stopped by the above-mentioned idling stop function and the vehicle travels only by the power output from the motor generator 4 (hereinafter, simply referred to as "EV mode"). The automatic stop of the engine 2 is executed.

Therefore, the predetermined automatic stop condition includes a condition for executing the automatic stop of the engine 2 by the idling stop function and a condition for executing the automatic stop of the engine 2 due to the switching of the driving mode to the EV mode. ..

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

Various control objects including a speaker device 65 that outputs sound to the inside and outside of the vehicle interior of the hybrid vehicle 1 are connected to the output port of the ECM 11. Each sensor and each controlled object may not be directly connected to the ECM 11.

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

In the ECM11, the driver's side door switch 61 detected that the driver's door was opened, and the seatbelt wearing detection switch 62 detected that the driver's seatbelt was removed. , And, when any of the conditions that the seating sensor 63 is in the non-detection state is satisfied, it is determined that the driver gets off.

The ROM of the ECM 11 stores data representing a plurality of voices according to the degree of alarm. The ECM 11 can output the voice represented by the data stored in the ROM as an alarm from the speaker device 65.

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

If the shift range detected by the shift switch 60 is a shift range capable of starting the hybrid vehicle 1, the ISG 20 may be driven and the hybrid vehicle 1 may start when the driver gets off. Therefore, the ECM 11 relatively increases the degree of alarm.

Specifically, when the driver determines that the vehicle will disembark while the engine 2 is automatically stopped, the ECM 11 has a shift range in which the shift range detected by the shift switch 60 can start the hybrid vehicle 1. If so, the alarm sound and the engine sound are output.

If the shift range detected by the shift switch 60 is a shift range in which the hybrid vehicle 1 cannot be started, it is unlikely that the hybrid vehicle 1 will start when the driver gets off. Therefore, the ECM 11 relatively lowers the degree of alarm.

Specifically, when the driver determines that the vehicle will disembark while the engine 2 is automatically stopped, the ECM 11 has a shift range in which the shift range detected by the shift switch 60 cannot start the hybrid vehicle 1. If so, the alarm sound is output without outputting the engine sound.

In the hybrid vehicle 1 in this embodiment, as the shift range, a P range for parking, an R range for reverse movement, an N range that does not transmit driving force, and a D range, S range, and L range for forward movement are selected. It is possible.

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

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

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

In step S2, the ECM 11 determines whether or not the driver gets off. In this process, the ECM 11 uses the seatbelt attachment detection switch 62 to detect that the driver's door has been opened by the driver's side door switch 61 and that the driver's seatbelt has been removed. When either the condition of being detected or the seating sensor 63 is in the non-detection state is satisfied, it is determined that the driver is getting off, and when neither of the conditions is satisfied, the driver Judges not to get off. If the driver decides to get off, the ECM 11 executes the process of step S3. If the driver determines that he / she will not get off, the ECM 11 ends the alarm control operation.

In step S3, the ECM 11 determines whether or not the shift range is a shift range (also simply referred to as “traveling range”) in which the hybrid vehicle 1 can be started. For example, the R range, the D range, the S range, and the L range correspond to the traveling range, and the P range and the N range do not correspond to the traveling range.

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

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

In step S5, the ECM 11 outputs an alarm sound as an alarm via the speaker device 65. That is, since the ECM 11 does not output the engine sound, the degree of the alarm is relatively lowered.

In the ECM11 that issued the alarm in step S4 or S5, there is a possibility that the hybrid vehicle 1 will start in the absence of the driver, such as when the engine start switch is turned off or it is determined that the driver has returned to the driver's seat. Continue to issue an alarm until it runs out.

As described above, the vehicle warning device according to the present embodiment changes the type of warning issued when the driver determines that the vehicle is getting off while the engine 2 is automatically stopped, according to the shift range. Therefore, the vehicle alarm device according to the present embodiment can notify the surroundings of the seriousness of the hybrid vehicle 1 starting to run in the absence of a driver.

If the shift range is a shift range in which the hybrid vehicle 1 can be started when the driver determines that the vehicle will be disembarked while the engine 2 is automatically stopped, the hybrid vehicle 1 will start in the absence of the driver. There is a possibility that it will be done.

Therefore, the vehicle alarm device according to the present embodiment outputs an engine sound in addition to the alarm sound. Therefore, the vehicle alarm device according to the present embodiment can notify the surroundings of the seriousness of the hybrid vehicle 1 starting to run in the absence of a driver.

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

Further, in the present embodiment, the ECM 11 has been described as being able to output an alarm sound and an engine sound to the speaker device 65 as an alarm, but the sound emitted as an alarm is another type such as a crush sound and a buzzer sound. It may be the sound of.

Further, in the present embodiment, the ECM 11 has been described as issuing an alarm by outputting sound via the speaker device 65, but outputs sound by driving a device that emits sound such as a radiator fan. By doing so, an alarm may be issued.

Further, in the present embodiment, the ECM 11 has been described as issuing an alarm by outputting a sound via the speaker device 65, but the alarm may be issued by lighting a lamp or displaying by a display device. ..

Further, in the present embodiment, the ECM 11 has the above-mentioned alarms, that is, sound output via the speaker device 65, sound output by driving the device that emits sound, lighting of the lamp, display by the display device, and the like. The alarm may be issued by executing a combination of the above.

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

Further, in the present embodiment, the ECM 11 has been described as having a function as an alarm unit 52, but other controllers such as HCU10, TCM12, ISGCM13, INVCM14, low voltage BMS15 and high voltage BMS16 have a function as an alarm unit 52. May have.

Although the examples of the present invention have been disclosed above, it is clear that the examples can be modified without departing from the scope of the present invention. The embodiments of the present invention are disclosed on the premise that the equivalents to which such modifications have been made are included in the invention described in the claims.

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

Claims (4)

At least in engine-powered vehicle alarms
An engine control unit that automatically stops the engine when a predetermined automatic stop condition is satisfied,
It is provided with an alarm unit that issues an alarm when the driver determines that the vehicle is getting off while the engine is automatically stopped.
The alarm unit gives an alarm depending on whether the shift range of the vehicle is a shift range in which the vehicle can be started or the shift range of the vehicle is a shift range in which the vehicle cannot be started. change the type, alarm device for a vehicle, characterized by originating the alarm. The alarm unit can output an alarm sound and a pseudo engine sound as an alarm, and if the shift range of the vehicle is a shift range capable of starting the vehicle, the alarm sound and the engine sound are used. The vehicle alarm device according to claim 1, further comprising outputting and. The alarm unit according to claim 2, wherein if the shift range of the vehicle is a shift range in which the vehicle cannot be started, the alarm sound is output without outputting the engine sound. Vehicle alarm device. In the alarm unit, the driver's door of the vehicle is opened, the seat belt of the driver's seat of the vehicle is removed, and the seating sensor provided in the driver's seat of the vehicle is not. The vehicle according to any one of claims 1 to 3, wherein the driver of the vehicle determines that the vehicle will disembark when any of the conditions of being in the detection state is satisfied. Alarm device.

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