Motorized vehicle

Abstract

Motor-driven vehicle (1) comprising: a motor (42) for driving, an inverter (34) driving the motor (42), and a control device (100) configured to perform automatic parking control for parking the motor-driven vehicle (1) at a target parking position without dependence on vehicle operation by a user, and to disable or stop the automatic parking control when a load limiting ratio is less than a threshold, wherein the load limiting ratio specifies a limiting level of torque that can be output by the motor (42) in response to a required torque for the motor (42), wherein the control device (100) is configured to decrease the load limiting ratio when the temperature of the inverter (34) increases, and to disable or stop the automatic parking control.if the load limiting ratio becomes smaller than the threshold due to an increase in the temperature of the inverter (34), and to control the load limiting ratio such that the load limiting ratio is smaller when the temperature of the inverter (34) is a third temperature than when the temperature of the inverter (34) is a fourth temperature, which is lower than the third temperature.

Description

Background of the invention; Field of the invention

[0001] The present disclosure relates to a motor-driven vehicle.

[0002] The Japanese unexamined patent application publication No. JP 2019-187100 A discloses a motor-driven vehicle that incorporates a motor as a source of propulsion power. In such a motor-driven vehicle, the motor's load rate is controlled based on its temperature. When the motor's load rate is limited during driving, torque-limited driving is performed in a limited state where the load rate is limited, i.e., in a limited state where the motor's output torque is limited (see JP 2019-187100 A). Summary of the invention

[0003] In a motor-driven vehicle where automatic parking control can be performed to automatically park a vehicle at a target parking position (desired parking position), if the vehicle's drive power is automatically controlled during automatic parking control without dependence on the user's operation of an accelerator pedal, and if the engine's output torque for driving during automatic parking control is limited, there is a probability that the user's discomfort or uncertainty will increase due to a slowdown in automatic parking, a vehicle rolling backward on a ramp, or the like.

[0004] It is an objective of the present disclosure to provide a motor-driven vehicle that can perform automatic parking control in such a way as to minimize any discomfort or uncertainty of the user with regard to the automatic parking control when the output torque of a motor for driving during the automatic parking control is limited.

[0005] This problem is solved by the measures specified in the independent patent claims. Advantageous embodiments are specified in the dependent patent claims.

[0006] A motor-driven vehicle according to a first embodiment of the invention comprises a motor for driving, an inverter that drives the motor, and a control device configured to perform automatic parking control for parking the motor-driven vehicle at a target parking position without depending on vehicle operation by the user, and to suppress or stop the automatic parking control when a load limiting ratio is less than a threshold, wherein the load limiting ratio specifies a limiting level of a torque that can be output by the motor in response to a required torque for the motor.

[0007] According to the design described above, since the automatic parking control is prevented or stopped when the load limiting ratio is less than the threshold, it is possible to avoid a situation in which the engine's output torque is limited, yet the automatic parking control continues to operate. Accordingly, with this motor-driven vehicle, it is possible to reduce user discomfort or uncertainty regarding the automatic parking control.

[0008] According to the configuration described above, the control device can be configured to reduce the load limiting ratio when the engine temperature increases, and to disable or stop the automatic parking control when the load limiting ratio falls below the threshold due to an increase in the engine temperature.

[0009] According to the configuration described above, the control device can be configured to reduce the load limiting ratio when the inverter temperature increases, and to prevent or stop the automatic parking control when the load limiting ratio falls below the threshold due to an increase in the inverter temperature.

[0010] According to the configuration described above, the control device can be configured to control the load limiting ratio such that the load limiting ratio is smaller when the temperature of the motor is a first temperature than when the temperature of the motor is a second temperature that is smaller than the first temperature.

[0011] According to the configuration described above, the control device can be configured to reduce the load limiting ratio when the temperature of the motor is greater than a first threshold and the temperature of the motor increases.

[0012] According to the configuration described above, the control device can be configured to control the load limiting ratio such that the load limiting ratio is smaller when the inverter temperature is a third temperature than when the inverter temperature is a fourth temperature that is smaller than the third temperature.

[0013] According to the configuration described above, the control device can be configured to reduce the load limiting ratio when the inverter temperature is greater than a second threshold and the inverter temperature increases.

[0014] With the configurations described above, if the load limiting ratio falls below the threshold due to a rise in motor or inverter temperature, the automatic parking control is deactivated or stopped. This prevents situations where the motor torque is limited due to temperature increases, while the automatic parking control continues to operate. As a result, this reduces user discomfort or uncertainty regarding automatic parking control in motorized vehicles.

[0015] According to the configuration described above, the control device can be configured to disable automatic parking control when automatic parking control is required and the load limiting ratio is less than the threshold.

[0016] With this configuration, if automatic parking control is required and the load limiting ratio is less than the threshold, it is possible to disable automatic parking control.

[0017] According to the configuration described above, the control device can be configured to stop the automatic parking control if the load limiting ratio becomes less than the threshold while the automatic parking control is being performed.

[0018] With this configuration, if automatic parking control is performed and the load limiting ratio becomes smaller than the threshold, it is possible to stop the automatic parking control.

[0019] According to the configuration described above, the control device can comprise: an automatic parking control unit configured to perform automatic parking control, and a drive power control unit configured to control the drive power of the engine-driven vehicle when automatic parking control is not being performed. The drive power control unit can be configured to output a usable drive power range to the automatic parking control unit, the usable drive power range specifying a possible output range of drive power while automatic parking control is being performed by the automatic parking control unit. The automatic parking control unit can be configured to control the drive power within the usable drive power range while performing automatic parking control.The drive power control unit can be configured to determine whether the load limiting ratio is less than the threshold and to set the usable drive power range output to the automatic parking control unit to 0 if the load limiting ratio is less than the threshold. The automatic parking control unit can be configured to disable or stop automatic parking control if the usable drive power range is less than the threshold. 0 is.

[0020] With this configuration, the automatic parking control can be disabled or stopped by setting the usable drive power range, which is output from the drive power control unit to the automatic parking control unit, to 0. Accordingly, with this engine-driven vehicle, it is possible to dampen rapid changes in drive power, for example, by slowly changing the usable drive power range to 0 when the automatic parking control is stopped, and slowly changing the usable drive power range from 0 when the automatic parking control is restarted.

[0021] With the motor-driven vehicle according to the present disclosure, it is possible to reduce as much as possible any discomfort or uncertainty of the user with regard to the automatic parking control. List of characters

[0022] Features, advantages, and the technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements. The drawings show: Fig. 1 a representation which schematically illustrates a configuration of a motor-driven vehicle according to a first embodiment of the present disclosure, Fig. 2 a block diagram illustrating a functional configuration of an ECU assigned to an automatic parking control system, Fig. 3 a representation illustrating a relationship between the temperature of an MG (motor generator) during driving and a load limiting ratio, Fig. 4 a representation illustrating a relationship between the temperature of an inverter powering the MG and a load limiting ratio, Fig. 5. A flowchart illustrating an example of a processing routine performed by the ECU. Fig. 6. A flowchart illustrating an example of a processing routine for an automatic parking control system. Fig. 7 a block diagram illustrating a functional configuration of an ECU assigned to an automatic parking control system according to a second embodiment, Fig. 8 a flowchart illustrating an example of a processing routine performed by the ECU according to the second embodiment, and Fig. 9 a flowchart illustrating an example of a processing routine of an automatic parking control system according to the second embodiment. Detailed description of exemplary implementations

[0023] Exemplary embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. In the drawings, the same or corresponding elements are designated by the same reference numerals, and their descriptions will not be repeated. First embodiment

[0024] Fig. Figure 1 shows a schematic representation illustrating a configuration of a motor-driven vehicle according to a first embodiment of the present disclosure. The following description describes an example in which a motor-driven vehicle is a hybrid vehicle, in which a power engine and a traction electric motor are mounted; however, the motor-driven vehicle according to the present disclosure can be an electric vehicle in which no power engine is mounted.

[0025] According to Fig. 1 the motor-driven vehicle (hereinafter referred to simply as the ‘vehicle’) 1 has a power storage device 10 , a power control unit (hereinafter referred to as the “PCU”) 30, motor generators (hereinafter referred to as “MGs”) 41 and 42, a power machine 50 , a power distribution device 60 , a drive shaft 70 and drive wheels80 up. The vehicle 1 It still has an accelerator pedal. 90 , a brake pedal 92 , a camera 94 , temperature sensors 96 and 98 as well as an electronic control unit (hereinafter referred to as the “ECU”) 100.

[0026] The power storage device 10 is a power storage element configured to be rechargeable. The power storage device 10 For example, it may contain a secondary battery such as a lithium-ion battery or a nickel-hydride battery, or a power storage element such as an electrical double-layer capacitor. A lithium-ion secondary battery is a secondary battery that uses lithium as a charge carrier and can be a so-called all-solid battery, which uses a solid electrolyte, in addition to the general lithium-ion secondary battery, which uses a liquid electrolyte.

[0027] The power storage device 10 stores electrical power to drive the MGs 41 and 42 and can the MGs 41 and 42 electrical power via the PCU 30 supply. The power storage device 10 The generated electrical power is routed through the PCU 30 supplied, and it is then combined with the supplied electrical power during power generation in the MGs 41 and 42 loaded.

[0028] The PCU 30 has a converter 32 and inverter 34 and 36 up. The converter 32 attaches one to the inverters 34 and 36 applied DC voltage so high that it is equal to or greater than a voltage of the power storage device 10 is. The inverters 34 and 36 are designed in such a way that they are for the MGs 42and 41 correspond. The inverter 34 can the MG 42 to drive in an engine operation and the MG 42 in generator mode (regenerative state) during vehicle braking 1 drive the inverter 36 can the MG 41 drive the generator in regenerative mode and the MG 41 in an engine operation (driving state) during the starting of the engine 50 drive.

[0029] The MGs 41 and 42 These are rotating alternating current electric machines and include, for example, three-phase alternating current synchronous electric machines in which a permanent magnet is embedded in a rotor. The MG 41 is powered by the inverter 36 powered and is mainly used as a power generator, driven by the power engine 50 about the power distribution device 60is powered. Electrical power supplied by the MG 41 The generated item is sent to the MG. 42 via the inverters 34 and 36 supplied and is fed to the power storage device 10 via the inverter 36 and the converter 32 supplied.

[0030] The MG 42 is powered by the inverter 34 powered and works mainly as a motor for driving, which drives the drive wheels 80 drives the MG. 42 is powered by electrical energy from the power storage device 10 and / or electrical power supplied by the MG 41 is generated, driven, and drive power of the MG 42 is applied to the drive shaft 70 transferred. In contrast, the MG works 42 during the braking of the vehicle 1 as a power generator and performs electrical energy recovery. The MG42 The generated electrical power is transferred to the power storage device 10 via the inverter 34 and the converter 32 supplied.

[0031] The power machine 50 An internal combustion engine is a power-generating engine that produces power by converting the combustion energy, generated when a mixture of air and fuel is burned, into the kinetic energy of a moving element such as a piston or rotor. The power-splitting device 60 For example, it features a planetary gear mechanism with three rotating shafts, such as a sun gear, a carrier gear, and a ring gear. The power distribution device 60 shares power that comes from the power engine 50 is output in power to drive the MG 41 and power to drive the drive wheels 80 on.

[0032] The accelerator pedal 90is used by a user (a driver) to adjust the vehicle's drive power 1 The brake pedal was activated. 92 is activated by a user (a driver) to apply a braking force to the vehicle 1 to adjust. The camera 94 is an imaging device that produces an image of the vehicle's surroundings. 1 records and works, for example, when an automatic parking control (described below) is carried out.

[0033] The temperature sensor 96 A temperature Tm of the MG is recorded. 42 and sends a recorded value of that to the ECU 100 off. The temperature sensor 98 A temperature Ti of the inverter is recorded. 34 and provides a recorded value of this to the ICU 100 Although not separately illustrated, temperature sensors may be provided to monitor the temperatures of the machine tool. 41 , of the inverter 36 , of the converter32 and the power storage device 10 capture.

[0034] The ECU 100 has a central processing unit (CPU) 102 , a memory (a read-only memory (ROM) and a random access memory (RAM)) 104, as well as (not illustrated) input and output connectors for inputting and outputting various types of signals. The ECU 100 It performs various types of control of the vehicle's driving state, as well as charging and discharging the power storage device. 10 by controlling the power machine 50 and the PCU 30 based on signals received from various sensors, a program and a characteristic map stored in the memory 104are stored, and so on. This control is not limited to processing in software, but can be carried out by constructing special hardware (an electronic circuit).

[0035] As a main control unit, the ECU 100 The ECU performs the following actions. 100 a drive power control system for calculating the required drive power to drive the vehicle 1 to allow (enable), and to control the vehicle's drive power 1 based on the calculated required drive power.

[0036] The ECU 100 Does an automatic parking control system lead to the automatic parking of the vehicle? 1 at a target parking position based on image information provided by the camera 94 be procured. In the vehicle 1 According to this exemplary embodiment, the ECU 100different types of controls for parking the vehicle 1 at a target position (such as longitudinal control, drive power control and brake control) without being dependent on operation or activation of the vehicle by the driver (such as steering and accelerator pedal operation).

[0037] In this case, if automatic parking control is carried out without it depending on operation or actuation of the accelerator pedal by the driver, as described above, and an output torque of the MG is present. 42 , which is a motor for driving, while the automatic parking control is limited, there is a probability that user discomfort or uncertainty will increase due to the slowing down of automatic parking, a vehicle rolling backward on a ramp, or the like.

[0038] Therefore, it prevents or stops in the vehicle1 according to the first embodiment, the ECU 100 the automatic parking control, when a load limiting ratio that specifies a limiting level of a torque that is supplied by the MG 42 in response to a required torque for the MG 42 The output can decrease. "Disabling" automatic parking control means that automatic parking control will not be performed (not started) when requested and the load limiting ratio decreases. "Stopping" automatic parking control means that automatic parking control will be stopped if the load limiting ratio decreases while automatic parking control is in operation.

[0039] When the load limiting ratio decreases, a situation arises in which the output torque of the machine gun is reduced. 42The limitation is reduced, but the automatic parking control is continuously activated, which can be avoided by disabling or stopping the automatic parking control. Accordingly, it is possible with the vehicle 1 It is possible to reduce a user's discomfort or uncertainty regarding automatic parking control.

[0040] Fig. Figure 2 shows a block diagram illustrating a functional configuration of the ECU. 100 illustrated, which is assigned to the automatic parking control. According to Fig. 2 indicates the ECU 100 a user accelerator pedal actuation amplitude calculation unit 110 , a drive power control unit 112 and an automatic parking control unit 114 on.

[0041] The user accelerator pedal actuation amplitude calculation unit 110 It captures the extent of the accelerator pedal operation. 90by the user and calculates a control accelerator pedal actuation level based on the extent of the accelerator pedal actuation. 90 The following description refers to the extent to which the accelerator pedal is depressed. 90 The control-based accelerator pedal actuation range is referred to as the "user accelerator pedal actuation range".

[0042] The drive power control unit 112 receives the user accelerator pedal actuation magnitude from the user accelerator pedal actuation magnitude calculation unit 110 The drive power control unit 112 receives an automatic parking control flag indicating whether automatic parking control is being performed, and a required drive power of the vehicle. 1 during automatic parking control from the automatic parking control unit 114 .

[0043] If the automatic parking control flag is switched off (reset), i.e., if automatic parking control is not performed, the drive power control unit calculates 112 the required drive power of the vehicle 1 based on the user's accelerator pedal input and controls the vehicle's drive power 1 based on the calculated required drive power. The required drive power can be calculated based on the user's accelerator pedal actuation and the vehicle speed, for example, using a predetermined map that specifies a relationship between the accelerator pedal actuation, the vehicle speed, and the required drive power, or the like.

[0044] In contrast, if the automatic parking control flag is switched on (set), i.e., if automatic parking control is performed, the drive power control unit controls 112 the vehicle's drive power 1 based on the data from the automatic parking control unit 114 received required drive power. The power from the automatic parking control unit 114 The required drive power received is described later.

[0045] The drive power control unit 112 controls the load limiting ratio of the machine gun 42 for driving based on the temperature sensor 96 recorded temperature Tm of the MG 42 and the one through the temperature sensor 98 measured temperature Ti of the inverter 34 In particular, the drive power control unit reduces 112 the load limiting ratio of the MG 42, if the temperature Tm of the MG 42 greater than a threshold value. The drive power control unit 112 It also reduces the load limiting ratio of the machine gun. 42 , if the temperature Ti of the inverter 34 is greater than a threshold value.

[0046] The load limiting ratio indicates the ratio of a load that actually comes from the MG. 42 can be spent, to a burden that is too much for the MG 42 is required. For example, if the temperature of the MG 42 or the inverter 34 increases the output torque of the machine gun 42 limited to the MG 42 and the inverter 34 to protect, wherein the load limiting ratio is a ratio of a torque applied by the MG 42 can be output to the output torque that is required for the MG 42The required torque is specified. If the load limiting ratio is reduced, the output torque of the machine tool will be reduced. 42 limited, and is it therefore possible to detect an increase in the temperature Tm of the MG? 42 and the temperature Ti of the inverter 34 to dampen.

[0047] The drive power control unit 112 This provides a usable range of drive power, while the automatic parking control is handled by the automatic parking control unit. 114 is carried out, to the automatic parking control unit 114 This usable drive power range defines, in particular, an upper limit and a lower limit of the vehicle's drive power. 1during automatic parking control. The usable drive power range is appropriately set, taking into account a drive power limitation based on the configuration of the vehicle's drive system. 1 (like the MGs) 41 and 42 , the power machine 50 , the power distribution device 60 and the power storage device 10 ) is based on.

[0048] When automatic parking is requested, the automatic parking control unit generates 114 a movement of the vehicle 1 from the vehicle's current location 1 to a target parking position based on image information provided by the camera 94The necessary components are procured. For example, an automatic parking request is made by allowing a user to touch an automatic parking start button on a display (not illustrated). The movement path can be from the current location to a destination parking space (entrance to a parking area or parking lot) or from a parking space where the vehicle is parked to a desired exit position (exit from a parking space). The automatic parking control unit then executes the following steps. 114 various types of controls (such as steering control, drive power control, and brake control) are used to cause the vehicle to 1 moves along the generated path of motion.

[0049] The automatic parking control unit 114It sends an automatic parking control flag, indicating whether automatic parking control is being performed, to the drive power control unit. 112 off. The automatic parking control unit 114 calculates the required drive power to make the vehicle 1 moves along the generated motion path at a target vehicle speed and outputs the calculated required drive power to the drive power control unit. 112 out of.

[0050] The automatic parking control unit 114 limits the calculated required drive power to the usable drive power range that can be derived from the drive power control unit. 112is received. In particular, the required drive power is limited to the upper limit if the calculated required drive power is greater than the upper limit of the usable drive power range, and the required drive power is limited to the lower limit if the calculated required drive power is less than the lower limit of the usable drive power range.

[0051] In the vehicle 1 According to the first embodiment, the drive power control unit 112 the usable drive power range that corresponds to the automatic parking control unit 114 is output to 0 (where the upper limit and the lower limit of the range are set to 0) when the load limiting ratio of the MG 42 decreases. If the output from the drive power control unit... 112 received usable drive power range 0is, the automatic parking control unit is limited 114 The required drive power is reduced to 0 based on the usable drive power range. Accordingly, the automatic parking control unit stops. 114 The automatic parking control system turns off the automatic parking control flag when automatic parking control is performed, and prevents automatic parking control when automatic parking control is not performed and automatic parking is requested.

[0052] When the automatic parking control is activated by the automatic parking control unit 114 The drive power is controlled without depending on the operation of the accelerator pedal, as described above, and the automatic parking control unit. 114 receives the user's accelerator pedal actuation level based on the extent of accelerator pedal actuation. 90from the user accelerator pedal actuation amplitude calculation unit 110 If the user's accelerator pedal actuation extent is related to an actuation of the accelerator pedal 90 If the user input exceeds a threshold value, the automatic parking control unit stops. 114 The automatic parking control is temporarily deactivated and displays a screen allowing the user to select, on a screen not shown, whether to stop the automatic parking control or allow it to run continuously. If stopping the automatic parking control is requested, the automatic parking control unit stops. 114 The automatic parking control is deactivated and the automatic parking control flag is switched off.

[0053] Fig. Figure 3 shows a representation that establishes a relationship between the temperature Tm of the MG. 42 for driving and the load limiting ratio of the MG 42 illustrated. In Fig. 3 represents the horizontal axis, the temperature Tm of the MG. 42 and the vertical axis represents the load limiting ratio (%) of the MG 42 . No load limiting (torque limiting) is performed if the load limiting ratio is 100%, and a load (torque) is limited more severely if the value of the load limiting ratio decreases.

[0054] According to Fig. 3 decreases when the temperature Tm becomes greater than Tm1, the load limiting ratio to reduce the MG. 42 to protect. If the load limiting ratio becomes less than a threshold value Rth1 because the temperature Tm becomes greater than Tm2 (Tm2>Tm1), the drive power control unit 112 the usable drive power range, which comes from the automatic parking control unit 114 The output is set to 0. Accordingly, the automatic parking control unit prevents or stops the system. 114The automatic parking control. If the load limiting ratio of the MG 42 due to an increase in the temperature of the MG 42 By reducing the number of parking sensors, the automatic parking control is prevented or stopped.

[0055] If the temperature of the MG 42 If the value increases, it can be a warning signal indicating that the machine gun is overheating. 42 The warning signal can be activated on an instrument panel or similar device. In this case, the temperature Tm2, ​​which corresponds to the threshold Rth1, is preferably greater than a temperature threshold for activating the warning signal. Accordingly, before the automatic parking control is prevented or stopped due to the load limiting ratio being less than the threshold Rth1, the warning signal can be activated, and the user can be informed that the automatic parking control is being prevented due to the machine overheating. 42 is prevented or stopped.

[0056] Fig. Figure 4 shows a representation that illustrates a relationship between the temperature Ti of the inverter. 34 , who the MG 42 drives the engine, and the load limiting ratio of the engine. 42 illustrated. In Fig. 4 represents the horizontal axis and the temperature Ti of the inverter. 34 , and the vertical axis represents the load limiting ratio (%) of the MG 42 .

[0057] According to Fig. 4 decreases when the temperature Ti is greater than Ti1, the load limiting ratio to the inverter 34 to protect. If the load limiting ratio becomes less than a threshold value Rth2 due to the temperature Ti becoming greater than Ti2 (Ti2>Ti1), the drive power control unit 112 the usable drive power range that corresponds to the automatic parking control unit 114The output will be set to 0. Accordingly, the automatic parking control unit prevents or stops the process. 114 the automatic parking control. In this way, if the load limiting ratio of the MG 42 due to an increase in the inverter's temperature 34 The automatic parking control was also reduced or disabled.

[0058] If the temperature of the inverter 34 If the temperature rises, it can be a warning signal indicating that the inverter is overheating. 34The warning signal can be activated on the instrument panel or similar device. In this case, the temperature Ti2, which corresponds to the threshold Rth2, is preferably higher than a temperature threshold for activating the warning signal. Accordingly, before the automatic parking control is deactivated or stopped due to the load limiting ratio becoming less than the threshold Rth2, the warning signal can be activated, informing the user that the automatic parking control is deactivated due to inverter overheating. 34 is prevented or stopped.

[0059] Fig. Figure 5 shows a flowchart illustrating an example of a processing routine executed by the ECU. 100 A processing sequence, illustrated in this flowchart, is carried out repeatedly at intervals of a predetermined cycle.

[0060] According to Fig. 5 procures the ECU 100 the temperature Tm of the MG 42 from the temperature sensor 96 (Step S10 The ECU then calculates... 100 a load limiting ratio R1 based on the obtained temperature Tm (step S15 The load limiting ratio R1 is calculated, for example, using the relationship between the temperature Tm and the load limiting ratio, which is described in Fig. Figure 3 illustrates the relationship between the temperature Tm of the MG. 42 and the load limiting ratio is represented as a characteristic map or a table in the memory 104 saved in advance.

[0061] The ECU then determines 100 , whether the calculated load limiting ratio R1 smaller than the threshold value Rth1 (step S20The threshold value Rth1 is a design value used to determine whether the automatic parking control should be deactivated due to a reduction in the load limiting ratio. R1 to prevent or stop it, and is appropriately set by prior estimation.

[0062] Then, when it is determined that the load limiting ratio R1 smaller than the threshold value Rth1 (YES in step S20 ), switches the ECU 100 an automatic parking prevention flag F1 based on the temperature Tm (step S25 ).

[0063] If, on the other hand, in step S20 It is determined that the load limiting ratio R1 equal to or greater than the threshold value Rth1 (NO in step S20 ), determines the ECU 100 , whether the load limiting ratio R1 greater than a threshold value Rth1+ΔR1 (step S30). ΔR1 is a positive value and is used to prevent the automatic parking control from repeatedly stopping / restarting when the load limiting ratio R1 is close to the threshold value Rth1.

[0064] If it is determined that the load limiting ratio R1 greater than the threshold Rth1+ΔR1 (YES in step S30 ), switches the ECU 100 the automatic parking prevention flag F1 based on the temperature Tm (step S35 ).

[0065] Parallel to the processing of steps S10 until S35 procures the ECU 100 the temperature Ti of the inverter 34 from the temperature sensor 98 (Step S40 The ECU then calculates... 100 a load limiting ratio R2 based on the obtained temperature Ti (step S45 The load limiting ratioR2 is calculated, for example, using the relationship between temperature Ti and the load limiting ratio, which is described in Fig. Figure 4 illustrates the relationship between the temperature Ti of the inverter. 34 and the load limiting ratio is represented as a characteristic map or a table in the memory 104 saved in advance.

[0066] The ECU then determines 100 , whether the calculated load limiting ratio R2 smaller than the threshold value Rth2 (step S50 The threshold value Rth2 is a design value used to determine whether the automatic parking control should be deactivated due to a reduction in the load limiting ratio. R2 to prevent or stop it, and will be adjusted appropriately by prior estimation.

[0067] Then, when it is determined that the load limiting ratio R2 smaller than the threshold value Rth2 (YES in stepS50 ), switches the ECU 100 an automatic parking prevention flag F2 based on the temperature Ti (step S55 ).

[0068] If, on the other hand, in step S50 It is determined that the load limiting ratio R2 equal to or greater than the threshold value Rth2 (NO in step S50 ), determines the ECU 100 , whether the load limiting ratio R2 greater than a threshold value Rth2+ΔR2 (step S60 ). ΔR2 is a positive value and is used to prevent the automatic parking control from repeatedly stopping / restarting when the load limiting ratio R2 close to the threshold value Rth2.

[0069] If it is determined that the load limiting ratio R2 greater than the threshold Rth2+ΔR2 (YES in step S60 ), switches the ECU 100 the automatic parking prevention flagF2 based on the temperature Ti (step S65 ).

[0070] When processing steps S25 , S35 , S55 and S65 The ECU determines how the process is carried out. 100 , whether one of the automatic parking prevention flags F1 and F2 is switched on (step S70 ). If it is determined that one of the automatic parking prevention flags is present F1 and F2 is switched on (YES in step S70 ), the ECU 100 set the permissible drive power range used for automatic parking control to 0 (step S75 ).

[0071] If in step S70 It is determined that both of the automatic parking prevention flags F1 and F2 are switched off (NO in step S70 ), the ECU 100 the processing of step S75It fails and restarts the processing routine.

[0072] Fig. Figure 6 illustrates a flowchart that demonstrates an example of a processing routine for an automatic parking control system. The processing sequence illustrated in this flowchart is carried out by the ECU. 100 The process is carried out and started when a user requests automatic parking. An automatic parking request is made, for example, by allowing a user to touch an automatic parking start button on a display (not illustrated).

[0073] According to Fig. 6 procured when automatic parking is requested, the ECU 100 a usable drive power range that is used for automatic parking control (step S115 Then the ECU determines 100, whether the usable drive power range is 0 (whether the upper limit and the lower limit of the range are both 0) (step S120 ). If the usable drive power range is 0 (YES in step S21 ), the ECU 100 the processing of the following steps S125 until S165 does not turn off and switches off the automatic parking control flag (step S170 This means that, although automatic parking has been requested, the automatic parking control is prevented.

[0074] If in step S120 It is determined that the usable drive power range is not 0 (NO in step S120 ), switches the ECU 100 the automatic parking control flag (step S125 Then the ECU procures 100 Information regarding a captured image from the camera 94 , which takes a picture of a target parking position (step S130 ).

[0075] The ECU then generates 100 a movement path of the vehicle 1 from the current location of the vehicle 1 to the target parking position (step S135 ). Subsequently, the ECU procures 100 again the usable drive power range (step S140 Then the ECU determines 100 , whether the usable drive power range is 0 (whether the upper limit and the lower limit of the range are both 0) (step S145 ). If the usable drive power range is 0 (YES in step S145 ), the ECU 100 the processing of the following steps S150 until S165 does not complete and switches the automatic parking control flag to step S170 Off. This means that the automatic parking control is stopped.

[0076] If in step S145 It is determined that the usable drive power range is not 0 (NO in stepS145 ), the ECU calculates 100 a target vehicle speed at which the vehicle 1 moved along the generated motion path (step S150 The ECU 100 calculates the required drive power of the vehicle 1 , in order to achieve the calculated target vehicle speed (step S155 For example, the required drive power can be calculated by feedback, which determines the difference between the target vehicle speed and the actual vehicle speed. The ECU then controls the... 100 the steering, the drive power, the brakes and the like of the vehicle 1 such that the vehicle 1 moves along the generated motion path at the target vehicle speed (step S160 ).

[0077] While the automatic parking control is being performed, the ECU determines 100, whether termination conditions for ending the automatic parking control have been met (step S165 These termination conditions can be met if the vehicle 1 The vehicle arrives at the target parking position. The termination conditions can also be met if the accelerator pedal is pressed. 90 is detected by the user and a stop of the automatic parking control is requested by a user from a non-illustrated display.

[0078] If in step S165 It is determined that the termination conditions have not been met (NO in step S165 ), the processing returns to step S140 back and the automatic parking control is carried out continuously. If, on the other hand, in step S165 It is determined that the termination conditions have been met (YES in step S165 ), the processing routine proceeds to step S170over and terminates the ECU 100 The automatic parking control is deactivated and the automatic parking control flag is switched off.

[0079] As described above, according to the first embodiment, if the load limiting ratio is increased due to a rise in the temperature Tm of the MG 42 or the temperature Ti of the inverter 34 If the torque falls below the threshold, the automatic parking control is deactivated or stopped. This prevents a situation where the output torque of the motor exceeds the set value. 42 The scope is limited, even though automatic parking control is performed continuously. Accordingly, according to the first embodiment, it is possible to reduce any discomfort or uncertainty a user may feel regarding automatic parking control.

[0080] According to the first embodiment, the automatic parking control is prevented or stopped by limiting the usable drive power range derived from the drive power control unit. 112 to the automatic parking control unit 114 The output is set to 0. Accordingly, it is possible, for example, to dampen rapid changes in drive power by slowly changing the usable drive power range to 0 when the automatic parking control is stopped, or by slowly changing the usable drive power range from 0 when the automatic parking control is restarted. Second embodiment

[0081] According to the first embodiment, if the load limiting ratio of the MG 42The automatic parking control is reduced or stopped by limiting the usable drive power range controlled by the drive power control unit. 112 to the automatic parking control unit 114 The output is set to 0. However, according to the second embodiment, the automatic parking control is directly disabled or stopped by the drive power control unit. 112 at the automatic parking control unit 114 requested.

[0082] A vehicle according to the second embodiment has, instead of the ECU, 100 in the vehicle 1 according to the first embodiment, which is in Fig. As illustrated in Figure 1, an ECU 100A on.

[0083] Fig. Figure 7 shows a block diagram illustrating a functional configuration of the ECU. 100, which is assigned to an automatic parking control system, as illustrated in the second embodiment. According to Fig. 7 indicates the ECU 100A a user accelerator pedal actuation amplitude calculation unit 120 , a drive power control unit 122 and an automatic parking control unit 124 on.

[0084] The user accelerator pedal actuation amplitude calculation unit 120 is the same as the user accelerator pedal actuation amplitude calculation unit 110 according to the first embodiment, which in Fig. 2 is illustrated.

[0085] Similar to the drive power control unit 112 according to the in Fig. Figure 2 illustrates the first embodiment, which controls the drive power control unit. 122 the load limiting ratio MG 42 for driving based on the temperature sensor 96 recorded temperature Tm of the MG42 and the one through the temperature sensor 98 measured temperature Ti of the inverter 34 Then, when the load limiting ratio MG 42 as it decreases, the drive power control unit indicates 142 a disable request or a stop request for the automatic parking control (hereinafter also referred to as an “automatic parking disable request”) to the automatic parking control unit 124 off. The remaining configuration of the drive power control unit 122 is the same as that of the drive power control unit 112 according to the first embodiment.

[0086] When automatic parking is requested and the automatic parking disablement request originates from the drive power control unit 122 If the signal is not received, the automatic parking control unit generates a signal. 124 a movement path of the vehicle 1from the vehicle's current location 1 to a target parking position based on image information provided by the camera 94 to be procured. Then the automatic parking control unit will perform the following steps. 124 various types of controls (such as steering control, drive power control, and brake control) are used to cause the vehicle to 1 moves along the generated path of motion.

[0087] If the automatic parking disablement request originates from the drive power control unit 122 When received, the automatic parking control unit stops. 124The automatic parking control system switches off the automatic parking control flag when automatic parking is being performed, and prevents automatic parking if automatic parking has been requested but is not performed. The remaining configuration of the automatic parking control system 124 is the same as that of the automatic parking control unit 124 according to the first embodiment.

[0088] Fig. Figure 8 shows a flowchart illustrating an example of a processing routine executed by the ECU. 100A as described in the second embodiment. This flowchart corresponds to the one in Fig. The flowchart shown in the diagram illustrates a processing sequence that is repeated at intervals of a predetermined cycle.

[0089] According to Fig. 8 are the processing steps S210 until S270 the same as the processing of the in Fig. 5 illustrated steps S10 until S70 According to the second embodiment, information is provided when in step S270 It is determined that one of the automatic parking prevention flags F1 and F2 is switched on (YES in step S270 ), the ECU 100A the automatic parking control with regard to an automatic parking prevention request (step S275 ).

[0090] If in step S270 It is determined that both of the automatic parking prevention flags F1 and F2 are switched off (NO in step S270 ), the ECU 100A the processing of step S275 It fails and restarts the processing routine.

[0091] Fig. Figure 9 shows a flowchart illustrating an example of a processing routine for an automatic parking control system according to the second embodiment. This flowchart corresponds to the one in Fig. The flowchart shown in section 6 illustrates the processing sequence. This flowchart is performed by the ECU. 100A This process is carried out and started when automatic parking is requested by a user.

[0092] According to Fig. 9 determines when automatic parking is requested, the ECU 100A , whether a disabling of automatic parking is requested (step S315 Whether a request is made to disable automatic parking depends on whether an automatic parking disablement request is received from the drive power control unit. 122 to the automatic parking control unit 124 is issued.

[0093] If it is determined that a disabling of automatic parking is requested (YES in step S315 ), the ECU 100A the processing of the following steps S325 until S365 does not complete and switches off the automatic parking control flag (step S370 This means that even if automatic parking has been requested, the automatic parking control will be prevented.

[0094] If in step S315 It is determined that disabling automatic parking is not requested (NO in step S315 ), the processing routine proceeds to step S325 over, and the automatic parking control flag is activated. The processing of the steps S325 until S335 are the same as the processing methods used in Fig. 6 illustrated steps S125 until S135 .

[0095] If the movement path in step S335The ECU determines how it is generated. 100A , whether a stop of the automatic parking is requested (step S340 Whether a stop of the automatic parking system is requested depends on whether an automatic parking disabling request is received from the drive power control unit. 122 to the automatic parking control unit 124 is issued.

[0096] If it is determined that a stop of the automatic parking is requested (YES in step S340 ), the ECU 100A the processing of the following steps S350 until S365 does not complete and switches the automatic parking control flag to step S370 Off. This means that the automatic parking control is stopped.

[0097] If in step S340 It is determined that stopping automatic parking is not requested (NO in step S340 ), the ECU calculates 100Aa target vehicle speed at which the vehicle 1 along the step S335 generated motion path moved (step) S350 The processing of the steps S350 until S365 are the same as the processing methods used in Fig. 6 illustrated steps S150 until S165 .

[0098] As described above, according to the second embodiment, if the load limiting ratio is increased due to a rise in the temperature Tm of the MG 42 or the temperature Ti of the inverter 34 If the value falls below the threshold, an automatic parking disablement request is sent from the drive power control unit. 122 to the automatic parking control unit 124 The output torque is released, and the automatic parking control is prevented or stopped. Accordingly, a situation arises in which the output torque of the motor is... 42The limitation is avoided, but automatic parking control is carried out continuously. Accordingly, it is also possible, according to the second embodiment, to reduce a user's discomfort or uncertainty regarding automatic parking control.

[0099] The embodiments disclosed above should in every respect be regarded as exemplary and not as limiting.

[0100] As described above, a motor-driven vehicle ( 1 ) an engine ( 42 ) for driving, an inverter ( 34 ), which drives the motor, and a control device ( 100) which is configured to perform automatic parking control to park the motor-driven vehicle at a target parking position without being dependent on vehicle operation by a user, and to disable or stop the automatic parking control if a load limiting ratio is less than a threshold, wherein the load limiting ratio specifies a limiting level of torque that can be output by the motor in response to a torque required by the motor. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2019

[0002] JP 187100 A

[0002] JP 2019187100 A

[0002]

Claims

[1] Motor vehicle (1) with: a motor (42) for driving, an inverter (34) that drives the motor, and a control device (100) that is configured, to perform automatic parking control for parking the motorized vehicle at a target parking position without being dependent on vehicle operation by a user, and to prevent or stop the automatic parking control when a load limiting ratio is less than a threshold, where the load limiting ratio specifies a limiting level of torque that can be output by the motor in response to a required torque for the motor. [2] Motor-driven vehicle according to claim 1, wherein the control device is configured, to reduce the load limiting ratio when the engine temperature increases, and to prevent or stop the automatic parking control if the load limiting ratio becomes less than the threshold due to an increase in engine temperature. [3] Motor-driven vehicle according to claim 1 or 2, wherein the control device is configured, to reduce the load limiting ratio when the inverter temperature rises, and to prevent or stop the automatic parking control if the load limiting ratio becomes less than the threshold due to an increase in the inverter temperature. [4] Motor-driven vehicle according to any one of claims 1 to 3, wherein the control device is configured to disable automatic parking control when automatic parking control is required and the load limiting ratio is less than the threshold. [5] Motor-driven vehicle according to any one of claims 1 to 3, wherein the control device is configured to stop the automatic parking control when the load limiting ratio is less than the threshold while the automatic parking control is being performed. [6] Motor-driven vehicle according to any one of claims 1 to 5, wherein the control device comprises: an automatic parking control unit (112; 122) configured to perform automatic parking control, and a drive power control unit (114; 124) configured to control drive power of the engine-driven vehicle when automatic parking control is not performed, wherein the drive power control unit is configured to output a usable drive power range to the automatic parking control unit, wherein the usable drive power range specifies a possible output range of drive power while the automatic parking control is performed by the automatic parking control unit, wherein the automatic parking control unit is configured, while the automatic parking control is being carried out, to control the drive power within the usable drive power range, where the drive power control unit is configured, to determine whether the load limiting ratio is less than the threshold, and to set the usable drive power range output to the automatic parking control unit to 0 when the load limiting ratio is less than the threshold, and wherein the automatic parking control unit is configured to disable or stop automatic parking control when the usable drive power range is 0. [7] Motor-driven vehicle according to claim 2, wherein the control device is configured to control the load limiting ratio such that the load limiting ratio is smaller when the temperature of the motor is a first temperature than when the temperature of the motor is a second temperature which is lower than the first temperature. [8] Motor-driven vehicle according to claim 2 or 7, wherein the control device is configured to reduce the load limiting ratio when the temperature of the engine is higher than a first threshold and the temperature of the engine increases. [9] Motor-driven vehicle according to claim 3, wherein the control device is configured to control the load limiting ratio such that the load limiting ratio is smaller when the temperature of the inverter is a third temperature than when the temperature of the inverter is a fourth temperature which is lower than the third temperature. [10] Motor-driven vehicle according to claim 3 or 9, wherein the control device is configured to reduce the load limiting ratio when the temperature of the inverter is higher than a second threshold and the temperature of the inverter increases.

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