JP7107270B2 - vehicle - Google Patents

Description

The present disclosure relates to control of a vehicle during evacuation travel.

Conventionally, when an abnormality such as overheating, vibration, or noise occurs in a drive device (for example, an engine, a drive motor, a generator, or a transmission) that applies a driving force to the drive wheels, the vehicle continues to run. In order to do so, evacuation driving may be implemented by limiting the driving distance and driving force. For example, Japanese Unexamined Patent Application Publication No. 2018-154284 (Patent Document 1) discloses a technique of performing evacuation running with the inverter shut down when an abnormality occurs in an inverter, a sensor, or the like.

JP 2018-154284 A

However, since the travel distance and driving force are uniformly limited in the above-described evacuation travel, there are cases where the vehicle can only be operated within the limited travel distance range or within the limited driving force range. be. Therefore, for example, under conditions such as unmanned driving where suppression of vibration and noise is not necessarily required, there are cases where the vehicle cannot be driven beyond the limited driving distance and driving force.

The present disclosure has been made to solve the above-mentioned problems, and the purpose thereof is to enable traveling beyond the traveling distance and driving force that are limited according to the driving state of the vehicle during evacuation traveling. to provide a vehicle.

A vehicle according to an aspect of the present disclosure includes a driving device that generates driving force in a vehicle capable of unmanned travel, and a control device that controls the driving device. When the drive system is in an abnormal state and the vehicle is in manned travel, the control device executes first evacuation travel control including limitation of at least one of travel distance and drive force. . When the drive device is in an abnormal state and the vehicle is in an unmanned state, the control device applies a more relaxed restriction than when the first evacuation travel control is executed and controls the vehicle to eliminate the abnormal state. A second evacuation control including at least one of the following control is executed.

In this way, when the second emergency travel control is executed when an abnormality occurs in the drive device during unmanned travel, restrictions on the driving force and travel distance are relaxed more than when the first emergency travel control is executed. Therefore, it is possible to travel beyond the travel distance and driving force that are limited when the first evacuation travel control is executed. Alternatively, when the second emergency travel control is executed when an abnormality occurs in the drive system during unmanned driving, vehicle control is executed to eliminate the abnormal state without suppressing the generation of noise and vibration. , the abnormal state can be quickly resolved. As a result, it becomes possible to travel beyond the travel distance and driving force that are limited when the first evacuation travel control is executed.

Advantageous Effects of Invention According to the present disclosure, it is possible to provide a vehicle that can travel beyond the traveling distance and driving force that are limited according to the driving state of the vehicle during evacuation travel.

1 is a block diagram showing an example of the overall configuration of a vehicle; FIG. 4 is a flowchart showing an example of processing executed by an ECU mounted on the vehicle according to the present embodiment; FIG. 11 is a flowchart showing an example of processing executed by an ECU mounted on a vehicle according to a modification; FIG.

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

An example in which an electric vehicle is applied as the vehicle according to this embodiment will be described below. FIG. 1 is a block diagram showing an example of the overall configuration of a vehicle according to this embodiment.

Referring to FIG. 1, a vehicle 1 includes a motor generator (hereinafter referred to as "MG (Motor Generator)") 10, a power transmission gear 20, drive wheels 30, and a power control unit (hereinafter referred to as "PCU (Power Generator)"). Control Unit)") 40, a system main relay (hereinafter referred to as "SMR (System Main Relay)") 50, a battery 100, a display device 260, an input device 270, an electronic control unit (hereinafter referred to as 300, which is referred to as an “ECU (Electronic Control Unit)”.

MG10 is, for example, a three-phase AC rotating electric machine. The output torque of MG 10 is transmitted to drive wheels 30 via a power transmission gear 20 configured by a reduction gear or the like. The MG 10 is also capable of generating power using the rotational force of the driving wheels 30 during regenerative braking of the vehicle 1 . Although FIG. 1 shows a configuration in which only one MG is provided, the number of MGs is not limited to this, and a configuration in which a plurality of MGs (for example, two) are provided may be employed.

PCU 40 includes an inverter and a converter (both not shown). When battery 100 is discharged, the converter boosts the voltage supplied from battery 100 and supplies it to the inverter. The inverter converts the DC power supplied from the converter into AC power to drive MG 10 . On the other hand, when charging battery 100, the inverter converts the AC power generated by MG 10 into DC power and supplies the DC power to the converter. The converter steps down the voltage supplied from the inverter and supplies it to battery 100 .

SMR 50 is electrically connected to a current path connecting battery 100 and PCU 40 . When SMR 50 is closed in response to a control signal from ECU 300 , electric power can be transferred between battery 100 and PCU 40 . Note that when SMR 50 is opened in response to a control signal from ECU 300 , battery 100 and PCU 40 are electrically cut off.

The battery 100 is a rechargeable DC power source. Battery 100 includes, for example, a plurality of cells of a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery as power storage elements.

A voltage sensor 210, a current sensor 220, a battery temperature sensor 230, a vehicle speed sensor 250, a surroundings monitoring sensor 251, a human body sensor 252, a PCU temperature sensor 254, and an MG temperature sensor 255 are connected to ECU 300. be.

Current sensor 220 detects current Ib input to and output from battery 100 . Voltage sensor 210 detects voltage Vb of battery 100 . Battery temperature sensor 230 detects temperature Tb of battery 100 . Each sensor outputs its detection result to ECU 300 .

Further, vehicle speed sensor 250 is configured to detect the traveling speed (vehicle speed) of vehicle 1 and output it to ECU 300 .

Surroundings monitoring sensor 251 is configured to acquire environment information indicating the external environment around vehicle 1 and output it to ECU 300 . The environmental information is used, for example, when the vehicle 1 is running unmanned. Surroundings monitoring sensor 251 includes a camera that captures an image of the surroundings of vehicle 1 and an obstacle detector that detects the presence or absence of obstacles using electromagnetic waves (for example, radio waves or light). The surroundings monitoring sensor 251 is not limited to the above, and a sensor suitable for acquiring environment information used when the vehicle 1 is running unmanned can be employed as the surroundings monitoring sensor 251 .

The human body sensor 252 is a sensor that detects whether the state of the vehicle 1 (more specifically, the state of the interior of the vehicle 1) is an unmanned state or a manned state. A seat sensor, for example, can be employed as the human body sensor 252 . The seating sensor is provided on the seat of the vehicle 1 to monitor the load, and is configured to determine that the vehicle is in a occupied state when the load due to the seating of the passenger is detected. However, the human body sensor 252 is not limited to this, and a seat belt sensor, an infrared sensor, or the like can also be employed. The seatbelt sensor is configured to monitor whether or not the seatbelt is worn, and to determine that the vehicle is in a manned state when it is detected that the seatbelt is worn by the passenger. The infrared sensor is configured to monitor infrared rays inside the vehicle and determine that the vehicle is in a manned state when infrared rays emitted from a human body are detected. The detection result of human body sensor 252 is output to ECU 300 . ECU 300 can use the output of human body sensor 252 to determine whether vehicle 1 is in an unmanned state or in a manned state.

PCU temperature sensor 254 detects the temperature of PCU 40 . The detection result of PCU temperature sensor 254 is output to ECU 300 . MG temperature sensor 255 detects the temperature of MG 10 . The detection result of MG temperature sensor 255 is output to ECU 300 .

Cooling device 253 cools battery 100 according to a control signal from ECU 300 . Cooling device 253 includes, for example, a blower fan, and cools battery 100 by supplying cooling air generated by the blower fan to battery 100 .

The display device 260 is provided at a position in the interior of the vehicle 1 that is visible to the seated driver. The display device 260 is configured by, for example, a liquid crystal display or an organic EL (Electro-Luminescence) display. Display device 260 displays predetermined information according to a control signal from ECU 300 .

The input device 270 may be configured by, for example, a touch panel installed on the display screen of the display device 260, or may be configured by operating members such as buttons or levers. An operation signal generated by a user's operation on input device 270 is transmitted to ECU 300 .

The ECU 300 includes a CPU (Central Processing Unit) 301, a memory 302, and an input/output buffer (not shown). The memory 302 includes ROM (Read Only Memory), RAM (Random Access Memory), and rewritable nonvolatile memory. Various controls are executed by the CPU 301 executing programs stored in the memory 302 (for example, ROM). ECU 300 controls each device so that vehicle 1 is in a desired state based on, for example, signals received from each sensor and maps and programs stored in memory 302 . Various controls performed by ECU 300 are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

ECU 300 can acquire the state of vehicle 1 (for example, the presence or absence of a person in the vehicle, environmental information, the state of MG 10, the state of battery 100, etc.) using the outputs of the various sensors described above. Based on such a state of vehicle 1, ECU 300 can cause vehicle 1 to run unmanned using a driving device (eg, MG 10, PCU 40, battery 100, etc.). Unmanned driving may be automatic driving that travels to a destination while avoiding obstacles without depending on user's operation, or remote driving that travels by remote control from outside the vehicle using a communication device (not shown). There may be.

In the vehicle 1 configured as described above, when an abnormality such as overheating, vibration, or noise occurs in the driving device that generates the driving force of the vehicle 1, the traveling distance and the driving force are limited to continue traveling. Evacuation running may be implemented by doing so.

However, in the above-described evacuation running, for example, when the traveling distance and the driving force are uniformly limited, the vehicle is operated within the limited traveling distance range or the limited driving force range. may not be possible. Therefore, for example, under conditions such as unmanned driving where suppression of vibration and noise is not necessarily required, there are cases where the vehicle cannot be driven beyond the limited driving distance and driving force.

Therefore, in the present embodiment, it is assumed that ECU 300 operates as follows. That is, when the drive system of vehicle 1 is in an abnormal state and the vehicle is in manned travel, ECU 300 controls the first evacuation travel mode including the limitation of at least one of the traveling distance and the driving force. Execute control. Further, when the drive system of vehicle 1 is in an abnormal state and vehicle 1 is running unmanned, ECU 300 reduces restrictions, noise and vibrations to a lesser extent than when the first evacuation running control is executed. and/or control of the vehicle 1 for resolving the abnormal state for which the occurrence of is permitted.

In this way, when the second emergency travel control is executed when an abnormality occurs in the drive device during unmanned travel, restrictions on the driving force and travel distance are relaxed more than when the first emergency travel control is executed. Therefore, it is possible to travel beyond the travel distance and driving force that are limited when the first evacuation travel control is executed. Alternatively, when the second emergency travel control is executed when an abnormality occurs in the drive system during unmanned driving, vehicle control is executed to eliminate the abnormal state regardless of whether noise and vibration are generated. , the abnormal state can be quickly resolved. As a result, it becomes possible to travel beyond the travel distance and driving force that are limited when the first evacuation travel control is executed.

An example of control processing executed by the ECU 300 will be described below with reference to FIG. FIG. 2 is a flowchart showing an example of control processing executed by ECU 300. As shown in FIG.

At step (hereinafter, step is referred to as S) 100, ECU 300 determines whether or not the drive system of vehicle 1 has an abnormality. For example, when the temperature of battery 100 detected by battery temperature sensor 230 exceeds a threshold value, ECU 300 determines that battery 100 is in an overheated state and that an abnormality has occurred in the drive system of vehicle 1 . judge. Alternatively, when the detection result of battery temperature sensor 230 is a value that cannot normally be obtained, ECU 300 may determine that the sensor is in an abnormal state and that an abnormality has occurred in the drive system of vehicle 1 . If it is determined that an abnormality has occurred in the drive system of vehicle 1 (YES in S100), the process proceeds to S102.

In S102, ECU 300 executes the first evacuation control. For example, the ECU 300 sets a first value as the upper limit value of the driving force of the vehicle 1, and executes control such that the driving force does not exceed the set upper limit value as the first evacuation control. The first value is a predetermined value, and is higher than the upper limit value (hereinafter referred to as initial value) of the driving force of the vehicle 1 that is set when there is no abnormality in the drive system of the vehicle 1. is also small. The first value may be set according to the temperature of battery 100 (for example, the higher the temperature of battery 100, the lower the value may be set).

In S104, ECU 300 determines whether or not vehicle 1 is running unmanned. For example, when the vehicle speed detected by vehicle speed sensor 250 is running at or above a threshold value and human body sensor 252 detects that the interior of vehicle 1 is unmanned, ECU 300 detects that vehicle 1 is in an unmanned state. is during unmanned running. If it is determined that vehicle 1 is running unmanned (YES in S104), the process proceeds to S106.

In S106, ECU 300 executes the second evacuation control. Specifically, the ECU 300 sets the second value as the upper limit value of the driving force of the vehicle 1, controls the driving force not to exceed the set upper limit value, and maximizes the operation amount of the cooling device 253. A large amount of control is executed as the second evacuation control. The second value is a predetermined value that is less than or equal to the initial value and greater than the first value. The second value may be set according to the temperature of battery 100 (for example, the higher the temperature of battery 100, the lower the value may be set).

If it is determined that vehicle 1 is not running unmanned (that is, it is running manned) (NO in S104), the process proceeds to S108.

In S108, ECU 300 displays a confirmation screen on display device 260. FIG. The confirmation screen includes a screen for confirming whether or not execution of the second save travel control is necessary. For example, on the confirmation screen, ECU 300 displays text information indicating that the first emergency travel control is being executed, text information indicating whether or not to execute the second emergency travel control, and execution of the second emergency travel control. It causes the display device 260 to display an image such as a button for receiving an operation.

In S110, ECU 300 determines whether or not an operation to execute the second save run control has been received. For example, ECU 300 detects when a touch operation is performed on an image such as a button for accepting an operation for executing the second save run control within a predetermined period from when the confirmation screen is displayed. , determines that the execution operation of the second save travel control has been received. If it is determined that the execution operation of the second save travel control has been received (YES in S110), the process proceeds to S106.

Note that if it is determined that the execution operation of the second save travel control has not been accepted (NO in S110), the process proceeds to S112. In S112, ECU 300 continues the first save travel control.

The operation of ECU 300 mounted on vehicle 1 according to the present embodiment based on the structure and flowchart as described above will be described.

For example, when the vehicle 1 is manned and the temperature of the battery 100 rises and exceeds the threshold value, it is determined that an abnormality has occurred in the driving device of the vehicle 1 (YES in S100). ), the first evacuation control is executed (S102).

Since the first value is set as the upper limit value of the driving force by executing the first evacuation control, the PCU 40 is controlled so that the driving force does not exceed the first value.

Then, since the vehicle is in manned running (NO at S104), a confirmation screen is displayed on display device 260 (S108). After the confirmation screen is displayed on the display device 260 and before a predetermined period elapses, the user touches the button for accepting the execution operation of the second evacuation traveling control in the confirmation screen, thereby executing the second evacuation traveling control. When the execution operation is accepted (YES at S110), the second save run control is executed (S106).

In this case, the second value, which is higher than the first value, is set as the upper limit value of the driving force, so that the restriction on the driving force is relaxed more than when the first save travel control is executed. Therefore, it is possible to apply a higher driving force to the vehicle 1 than when the first evacuation control is executed. Furthermore, since the amount of operation of cooling device 253 is maximized, cooling of battery 100 is promoted.

Note that if the execution operation of the second evacuation control is not accepted (NO in S110), the first evacuation control is continuously executed (S112).

On the other hand, for example, when the vehicle 1 is driving unmanned, if the temperature of the battery 100 rises and exceeds the threshold value, it is determined that an abnormality has occurred in the driving device of the vehicle 1 (in S100 YES), the first evacuation control is executed (S102).

Since the first value is set as the upper limit value of the driving force by executing the first evacuation control, the PCU 40 is controlled so that the driving force does not exceed the first value.

Then, since the vehicle is running unmanned (YES at S104), the second evacuation running control is executed (S106). In this case, the second value, which is higher than the first value, is set as the upper limit value of the driving force, so that the driving force is less restricted than when the first evacuation control is executed. Therefore, it is possible to apply a higher driving force to the vehicle 1 than when the first evacuation control is executed. Furthermore, since the amount of operation of cooling device 253 is maximized, cooling of battery 100 is promoted.

As described above, according to the vehicle 1 according to the present embodiment, when the second save travel control is executed when an abnormality occurs in the drive system during unmanned travel, the first save travel control is executed. Since the restriction on the driving force is relaxed, it is possible to travel beyond the driving force limited when the first save travel control is executed. Furthermore, when the second emergency travel control is executed when an abnormality occurs in the drive system during unmanned travel, the operation amount of the cooling device 253 is maximized to eliminate the abnormal state regardless of whether noise and vibration are generated. Since it is controlled to be a large amount, the abnormal state can be quickly resolved. As a result, it becomes possible to travel beyond the driving force that is limited when the first evacuation travel control is executed. Therefore, it is possible to provide a vehicle that can travel beyond the traveling distance and driving force that are limited according to the driving state of the vehicle during the evacuation travel.

Modifications will be described below.
In the above-described embodiment, an electric vehicle has been described as an example of the configuration of the vehicle 1, but the vehicle 1 is not particularly limited to an electric vehicle. Alternatively, it may be a vehicle equipped with an engine as a drive source in place of the drive motor.

Furthermore, in the above-described embodiment, it is determined that an abnormality has occurred in the drive system of vehicle 1 when the temperature of battery 100 of vehicle 1 exceeds the threshold value. When the temperature of an electric device (for example, MG 10 or PCU 40) that generates heat during operation other than battery 100 among the constituent electric devices exceeds a threshold value, the detection result of PCU temperature sensor 254 or MG temperature sensor 255 is usually obtained. It may be determined that an abnormality has occurred in the drive system of the vehicle 1 when the value is not equal. Furthermore, in this case, the first value and the second value that are set as the upper limit value of the driving force may be set to different values depending on the electrical device that is overheated.

Furthermore, in the above-described embodiment, cooling device 253 is configured to cool battery 100 as an example. It may be configured to be cooled.

Furthermore, in the above-described embodiment, the upper limit value of the driving force is set to the first value lower than the initial value when executing the first save travel control, and the upper limit value of the driving force is set to the first value when executing the second save travel control. Although described as a second value greater than one, it is not limited to limiting the driving force. For example, when the first evacuation control is executed, the possible traveling distance is set to the first distance, and when the second evacuation traveling control is executed, the possible traveling distance is set to the second distance longer than the first distance. You can limit the distance.

Furthermore, in the above-described embodiment, the operation amount of the cooling device 253 is set to the maximum amount when the second emergency travel control is executed. is set to be larger than the actuation amount at the time of execution of the first save travel control, and is not limited to the maximum amount.

Furthermore, in the above-described embodiment, it is assumed that the upper limit value of the driving force is changed and the operation amount of the cooling device 253 is maximized when the second evacuation control is executed. In the evacuation control, at least one of changing the upper limit value of the driving force and controlling the operation amount of the cooling device 253 to the maximum amount may be executed.

Furthermore, in the above-described embodiment, as an example of the control for resolving the abnormal state in the second emergency travel control, the control for maximizing the operating amount of the cooling device 253 was listed, but the control is particularly limited to this control. For example, if battery 100 is cooled by blowing the air in the room of vehicle 1, battery 100 is cooled by lowering the temperature of the air in the room by cooling the air conditioner. The temperature may be lowered. Even in this case, the temperature of the air in the room can be lowered without considering the occupants because the vehicle is running unmanned. Therefore, the abnormal state can be quickly resolved.

Furthermore, in the above-described embodiment, it is described that whether or not an abnormality has occurred in the drive system of vehicle 1 is determined based on whether or not the electrical equipment mounted on vehicle 1 is in an overheated state. If overcurrent or overvoltage occurs between MG 10 and battery 100, it may be determined that the drive device of vehicle 1 is abnormal.

Furthermore, in the above-described embodiment, when an abnormality has occurred in the drive system of the vehicle 1, the first evacuation control is executed, and the second evacuation control by the user is performed even during unmanned traveling or manned traveling. It has been described that the second evacuation control is executed when the execution operation of the evacuation control is received. Either the first save travel control or the second save travel control may be executed.

Processing executed by ECU 300 in this modification will be described below with reference to FIG. FIG. 3 is a flowchart showing an example of processing executed by the ECU 300 mounted on the vehicle according to the modification.

In S200, ECU 300 determines whether or not the drive system of vehicle 1 is abnormal. The determination method is the same as the processing content of S100 in the flowchart of FIG. 2 described above. Therefore, detailed description thereof will not be repeated. If it is determined that an abnormality has occurred in the drive system of vehicle 1 (YES in S200), the process proceeds to S202.

In S202, ECU 300 determines whether or not vehicle 1 is manned. For example, when the vehicle speed detected by vehicle speed sensor 250 is running at or above a threshold value and human body sensor 252 detects that the interior of vehicle 1 is occupied, ECU 300 detects that vehicle 1 is in a occupied state. is in manned running. If it is determined that vehicle 1 is manned (YES in S202), the process proceeds to S204.

In S204, ECU 300 executes the first evacuation control. Note that the processing content of the first evacuation travel control is the same as the processing content of S102 in the flowchart of FIG. Therefore, detailed description thereof will not be repeated.

In S206, ECU 300 executes the second evacuation control. It should be noted that the processing content of the second evacuation travel control is the same as the processing content of S106 in the flowchart of FIG. Therefore, detailed description thereof will not be repeated.

By executing the processing based on such a flowchart, when the second evacuation traveling control is executed when an abnormality occurs in the drive system during unmanned traveling, the driving speed is lower than that when the first evacuation traveling control is executed. Since the force limitation is relaxed, it becomes possible to travel beyond the driving force limited when the first evacuation travel control is executed. Furthermore, when the second emergency travel control is executed when an abnormality occurs in the drive system during unmanned travel, the operation amount of the cooling device 253 is maximized to eliminate the abnormal state regardless of whether noise and vibration are generated. Since it is controlled to be a large amount, the abnormal state can be quickly resolved. As a result, it becomes possible to travel beyond the driving force that is limited when the first evacuation travel control is executed.

All or part of the modified examples described above may be combined as appropriate.
It should be considered that the embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the scope of the claims rather than the above description, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1 vehicle, 20 power transmission gear, 30 driving wheel, 40 PCU, 50 SMR, 100 battery, 210 voltage sensor, 220 current sensor, 230 battery temperature sensor, 250 vehicle speed sensor, 251 peripheral monitoring sensor, 252 human body sensor, 253 cooling device , 254 PCU temperature sensor, 255 MG temperature sensor, 260 display device, 270 input device, 300 ECU, 301 CPU, 302 memory.

Claims (1)

a driving device that generates a driving force for a vehicle that can run unmanned;
A control device that controls the drive device,
The control device is
when the drive device is in an abnormal state and the vehicle is in manned travel, a first evacuation travel control including limitation of at least one of the traveling distance and the driving force is executed;
When the driving device is in the abnormal state and the vehicle is running unmanned, the restriction is relaxed compared to when the first emergency travel control is executed, and the abnormal state is eliminated. a vehicle that executes a second evacuation control including at least one of:

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