Control device for vehicle

Abstract

To provide a control device for a vehicle that is able to prevent consumption of unnecessary standby power when the vehicle is used as a stationary battery.SOLUTION: A BMC has a vehicle mode in which a vehicle functions as a traveling vehicle and a battery mode in which the vehicle functions as a stationary battery. In the battery mode, the BMC stops a function as the traveling vehicle. The function as the traveling vehicle includes a predetermined failure diagnosis function and a predetermined fail-safe function. In the battery mode, the BMC stops the failure diagnosis function and a fail-safe function that use, as input information, a result of whether a predetermined electrical component related to the function as the traveling vehicle has been detached or not. If the predetermined electric component related to the function as the traveling vehicle has been detached (YES in step S2), the BMC permits transition to the battery mode (step S4). If a plurality of predetermined electrical components related to the function as the traveling vehicle has been detached, the BMC permits the transition to the battery mode.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] Patent Document 1 discloses a V2H (Vehicle to Home) system capable of supplying pseudo-commercial AC power generated from an in-vehicle battery mounted on an electric vehicle such as an electric vehicle and a plug-in hybrid vehicle to various loads such as a home load. This V2H system converts AC power supplied from an external commercial power system into DC power to charge the in-vehicle battery of the electric vehicle, and converts DC power discharged from the in-vehicle battery into AC power and outputs it.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, when an electric vehicle equipped with a large-capacity in-vehicle battery is no longer used as a vehicle for traveling, it is conceivable to use the vehicle as a stationary battery. When the vehicle is used as a stationary battery, electrical components related to the function as a traveling vehicle are unnecessary. Electrical components related to the function as a traveling vehicle include an airbag, an ECU for the airbag, and sensors. When unnecessary electrical components are removed from the vehicle, an ECU such as a BMC that controls the charging and discharging of the battery detects an abnormality, and a failsafe that suppresses or prohibits the charging and discharging function of the battery operates. In order to avoid the operation of the failsafe, it is necessary to leave the unnecessary electrical components attached. In this case, the unnecessary electrical components consume extra standby power.

[0005] However, in the technology described in Patent Document 1, the consumption of standby power by unnecessary electrical components when the vehicle is used as a stationary battery is not considered, and there is a problem that unnecessary standby power is consumed.

[0006] An object of the present invention is to provide a vehicle control device that can prevent the consumption of unnecessary standby power when a vehicle is used as a stationary battery.

Means for Solving the Problems

[0007] The vehicle control device according to the present invention is a vehicle control device mounted on a vehicle including a motor for running and a battery for supplying power to the motor, and includes a battery control unit for controlling charging and discharging of the battery. The battery control unit includes a vehicle mode for causing the vehicle to function as a running vehicle and a battery mode for causing the vehicle to function as a stationary battery, and in the battery mode, the function as the running vehicle is stopped.

Effects of the Invention

[0008] The present invention can provide a vehicle control device that can prevent the consumption of unnecessary standby power when a vehicle is used as a stationary battery.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0010] A vehicle control device according to an embodiment of the present invention is a vehicle control device mounted on a vehicle including a motor for running and a battery for supplying power to the motor, and includes a battery control unit for controlling charging and discharging of the battery. The battery control unit includes a vehicle mode for making the vehicle function as a running vehicle and a battery mode for making the vehicle function as a stationary battery. In the battery mode, it is characterized in that the function as a running vehicle is stopped. Thereby, the vehicle control device according to an embodiment of the present invention can prevent consumption of unnecessary standby power when the vehicle is used as a stationary battery.

Example

[0011] Hereinafter, a vehicle including a vehicle control device according to an embodiment of the present invention will be described with reference to the drawings.

[0012] As shown in FIG. 1, the vehicle 1 is configured as an electric vehicle including a motor 2 for running and a battery 3 for supplying power to the motor 2.

[0013] The vehicle 1 includes a BMC (Battery Management Controller) 5 as a battery control unit for controlling charging and discharging of the battery 3.

[0014] The BMC 5 is composed of a computer unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. In the ROM of the computer unit, a program for making the computer unit function as the BMC 5 is stored together with various constants and various maps. That is, when the CPU executes the program stored in the ROM using the RAM as a work area, the computer unit functions as the BMC 5 in the present embodiment.

[0015] The BMC5 manages the state of charge (SOC) of the battery 3 and distributes the power supply from the battery 3 to the motor 2 and a plurality of electrical components described later. During deceleration of the vehicle 1, the BMC5 charges the battery 3 with the regenerative energy of the motor 2 and controls the inverter 4 to obtain regenerative braking.

[0016] The BMC5 has a vehicle mode in which the vehicle 1 functions as a running vehicle and a battery mode in which the vehicle 1 functions as a stationary battery. When the vehicle 1 is used as a stationary battery instead of a running vehicle, the BMC5 makes a transition from the vehicle mode to the battery mode.

[0017] The BMC5 performs fault diagnosis. When an abnormality occurs in an element used for control, it performs function suppression or prohibition (fail-safe) so that malfunction does not occur, and notifies the user of the abnormality via the display system control electrical component 22. One of the abnormal diagnosis specifications uses communication interruption with the ECU and sensor disconnection.

[0018] The vehicle 1 includes, as a plurality of electrical components, a running electrical component 10 that is an electrical component related to running and a non-running electrical component 20 that is an electrical component not related to running. The running electrical component 10 is an electrical component related to the function of the running vehicle, and the non-running electrical component 20 is an electrical component not related to the function of the running vehicle.

[0019] In the battery mode, the BMC5 stops the function of the running electrical component 10 and maintains the function of the non-running electrical component 20.

[0020] The running electrical component 10 includes a brake control electrical component 11, a driving assistance control electrical component 12, a torque control electrical component 13, a power steering control electrical component 14, and an airbag control electrical component 15.

[0021] The brake control electrical component 11 includes an ECU (not shown) that performs braking force control, a brake hydraulic actuator, a brake stroke sensor, etc. The brake control electrical component 11 transmits a regeneration request to the BMC5.

[0022] The driving assistance control electrical component 12 includes an ECU (not shown), a camera, a laser, etc. that recognize the surrounding environment and implement AEB and ACC functions. The driving assistance control electrical component 12 transmits requests for suppressing or prohibiting driving torque and requests for regenerative braking to the BMC 5.

[0023] The torque control electrical component 13 includes an ECU (not shown), an accelerator pedal sensor, wheel speed, etc. that determine the driving torque. The torque control electrical component 13 transmits a request to the BMC 5 so that the vehicle 1 outputs driving torque.

[0024] The power steering control electrical component 14 includes an ECU (not shown), a power steering actuator, a steering sensor, etc. that control the power steering function. The power steering control electrical component 14 transmits power information consumed by these components to the BMC 5.

[0025] The airbag control electrical component 15 includes an airbag (not shown), an ECU (not shown) that controls the deployment of this airbag, an inflater (gas generator), a collision detection sensor, etc. The airbag control electrical component 15 transmits information on the presence or absence of an airbag abnormality to the BMC 5.

[0026] The non-driving electrical components 20 include an air-conditioning control electrical component 21, a display system control electrical component 22, a communication system control electrical component 23, other electrical components 24, and a relay control electrical component 25.

[0027] The air-conditioning control electrical component 21 includes an ECU (not shown), a fan, a compressor, an outside air temperature sensor, etc. that control the air conditioning.

[0028] The display system control electrical component 22 includes an ECU (not shown), a meter, a display, etc. that control the on and off of a predetermined display. When the BMC 5 performs fail-safe, the display system control electrical component 22 turns on the warning lamp by receiving a signal for displaying the warning lamp from the BMC 5. The display is configured to be able to reflect the user's intention by touch operation.

[0029] The communication system control electrical component 23 includes an ECU, a communication device, etc. (not shown) that analyze and read received signals or generate transmitted signals. The communication system control electrical component 23 transmits to the BMC 5 that it has received a signal permitting the transition to the battery mode from a maintenance base such as a dealership.

[0030] The other electrical components 24 include accessory devices such as an audio (not shown) and lighting.

[0031] The relay control electrical component 25 turns on and off switches 6 and 7 in response to a key operation of an ignition key (not shown). The relay control electrical component may always turn off switch 6 of the running electrical component 10 in the battery mode.

[0032] The vehicle 1 is provided with an inlet 26, and this inlet 26 is connected to the battery 3.

[0033] The vehicle 1 is provided with a DC / AC converter (denoted as DC / AC in the figure) 8 and a power outlet 27. The DC / AC converter 8 is connected to the battery 3 and the power outlet 27. The DC / AC converter 8 converts the direct current output from the battery 3 into alternating current and supplies power to the power outlet 27. With the DC / AC converter 8, it is possible to supply power from the battery 3 to a household appliance 35 connected to the power outlet 27 via a plug 34.

[0034] The vehicle 1 is provided with a connection port 28, and this connection port 28 is connected to the BMC 5. The connection port 28 is configured such that a dongle 36 or a command tool 37 outside the vehicle can be inserted. The dongle 36 and the command tool 37 transmit information regarding permission for the transition from the vehicle mode to the battery mode to the BMC 5. The dongle 36 and the command tool 37 constitute the authentication device in the present invention.

[0035] To the inlet 26, a V2H facility 32 outside the vehicle is connected via a connector 31. A commercial power supply 33 is connected to the V2H facility 32. The V2H facility 32 converts the DC power of the battery 3 into AC power and supplies it to the commercial power supply 33. Also, the V2H facility 32 converts the AC power of the commercial power supply 33 into DC power to charge the battery 3. Note that instead of the V2H facility 32, a converter capable of unidirectional conversion may be provided.

[0036] The BMC5 includes a vehicle mode in which the vehicle 1 functions as a running vehicle and a battery mode in which the vehicle 1 functions as a stationary battery. When using the vehicle 1 as a stationary battery, the BMC5 shifts from the vehicle mode to the battery mode. In the battery mode, the BMC5 stops functioning as a running vehicle.

[0037] The functions as a running vehicle include a predetermined fault diagnosis function and a predetermined fail-safe function. When the vehicle 1 is put in the battery mode and used not as a running vehicle but as a stationary battery, the running electrical components 10 are no longer necessary. In the battery mode, it is assumed that the running electrical components 10 are removed for purposes such as securing the living space inside the vehicle and recycling parts. In that case, due to the communication interruption state and the sensor disconnection state, the BMC5 performs fail-safe and the warning lamp lights up on the display system control electrical component 22. In the battery mode, the communication interruption state and the sensor disconnection state are not abnormal, and fail-safe and the lighting of the warning lamp are not necessary. Therefore, it is necessary not to perform fail-safe and the lighting of the warning lamp.

[0038] Therefore, in the battery mode, the BMC5 stops the fault diagnosis function and the fail-safe function that use, as input information, the result of whether or not the running electrical components 10, which are predetermined electrical components related to the functions as a running vehicle, are removed. In this way, in the battery mode, fail-safe due to the communication interruption state and the sensor disconnection state and the lighting of the warning lamp are not performed.

[0039] It is preferable that the transition to the battery mode can be achieved by the user's touch operation. By doing so, the trouble of bringing the vehicle 1 to the maintenance base can be saved.

[0040] Although the vehicle 1 is still desired to be used as a running vehicle, it is preferable to have a countermeasure to prevent unintentional entry into the battery mode due to an incorrect touch operation by the user, or an incorrect operation such as an incorrect command tool operation.

[0041] In addition, in order to prevent entry into the battery mode before the running electrical component 10 is removed, as a countermeasure against incorrect operation, it is preferable to permit the transition to the battery mode when it is detected that the running electrical component 10 has been removed.

[0042] Therefore, when one of the running electrical components 10 related to the function as a running vehicle is removed, the BMC 5 permits the transition to the battery mode.

[0043] It is assumed that one of the running electrical components 10 may accidentally be removed. For example, due to vibrations caused by long-term running, one of the running electrical components 10 may accidentally be removed. In preparation for such a case, it is preferable to permit the transition to the battery mode when a plurality of the running electrical components 10 are removed.

[0044] Therefore, when two or more of the running electrical components 10 related to the function as a running vehicle are removed, the BMC 5 permits the transition to the battery mode. The plurality of running electrical components 10 that permit the transition to the battery mode may be determined in advance.

[0045] As a countermeasure against incorrect operation, in order to use the vehicle 1 as a stationary battery, it is preferable to receive the dongle 36 from a maintenance base or the like and transition to the battery mode.

[0046] Therefore, when BMC5 can read the information of the dongle 36 as an authentication device and confirms from the read information that the transition to the battery mode is permitted by the dongle 36, it permits the transition to the battery mode.

[0047] As a measure to prevent misoperation, since the vehicle 1 is used as a stationary battery, when a signal permitting the transition to the battery mode is sent from a maintenance base or the like using a communication device, it is preferable to shift to the battery mode.

[0048] Therefore, when BMC5 can receive the information from the command tool 37 as an external device and confirms from the received information that the transition to the battery mode is permitted by the command tool 37, it permits the transition to the battery mode. These misoperation prevention measures can be used in combination.

[0049] Referring to FIG. 2, the flow of the first mode transition determination operation will be described. This operation is repeatedly executed by BMC5 at a predetermined time interval.

[0050] First, BMC5 detects that there is an operation to transition to the battery mode (step S1).

[0051] Next, BMC5 determines whether a predetermined electrical component has been removed (step S2).

[0052] When BMC5 determines that the predetermined electrical component has not been removed (NO in step S2), it maintains the vehicle mode (step S3) and ends the current operation.

[0053] When BMC5 determines that the predetermined electrical component has been removed (YES in step S2), it transitions to the battery mode (step S4) and ends the current operation.

[0054] Referring to FIG. 3, the flow of the second mode transition determination operation will be described. This operation is repeatedly executed by BMC5 at a predetermined time interval.

[0055] First, BMC5 detects that there is a transition operation to the battery mode (step S11).

[0056] Next, BMC5 determines whether the dongle 36 is connected (step S12).

[0057] If the dongle 36 is not connected (NO in step S12), BMC5 maintains the vehicle mode (step S13) and ends the current operation.

[0058] If the dongle 36 is connected (YES in step S12), BMC5 transitions to the battery mode (step S14) and ends the current operation.

[0059] Referring to FIG. 4, the flow of the third mode transition determination operation will be described. This operation is repeatedly executed by BMC5 at a predetermined time interval.

[0060] First, BMC5 detects that there is a transition operation to the battery mode (step S21).

[0061] Next, BMC5 determines whether a permission signal is received from the outside (step S22).

[0062] If a permission signal is not received from the outside (NO in step S22), BMC5 maintains the vehicle mode (step S23) and ends the current operation.

[0063] If a permission signal is received from the outside (YES in step S22), BMC5 transitions to the battery mode (step S24) and ends the current operation.

[0064] As described above, in the vehicle control device according to the present embodiment, BMC5 includes a vehicle mode that causes vehicle 1 to function as a traveling vehicle and a battery mode that causes vehicle 1 to function as a stationary battery. And, in the battery mode, BMC5 stops the function as a traveling vehicle.

[0065] As a result, in the battery mode in which the vehicle 1 is used as a stationary battery, the functions as a traveling vehicle are stopped. Therefore, it is possible to prevent the consumption of standby power of the electrical components related to the functions as a traveling vehicle. As a result, when the vehicle 1 is used as a stationary battery, it is possible to prevent the consumption of unnecessary standby power.

[0066] Further, in the vehicle control device according to the present embodiment, the functions as a traveling vehicle include a predetermined fault diagnosis function and a predetermined fail-safe function. And, in the battery mode, the BMC 5 stops the fault diagnosis function and the fail-safe function that use, as input information, the result of whether or not a predetermined electrical component related to the functions as a traveling vehicle has been removed.

[0067] Thus, in order to use the vehicle 1 as a stationary battery that also serves as a living space, after shifting to the battery mode, even if an electrical component related to the functions as a traveling vehicle is removed, the fault diagnosis function and the fail-safe function do not operate. Therefore, the living space can be expanded by removing the electrical components related to the functions as a traveling vehicle.

[0068] Further, in the vehicle control device according to the present embodiment, when one of the traveling electrical components 10 related to the functions as a traveling vehicle is removed, the BMC 5 permits the shift to the battery mode.

[0069] As a result, when an operation other than the operation of shifting to the battery mode is performed, it is possible to prevent an accidental shift to the battery mode when the traveling electrical component 10 has not been removed.

[0070] Further, in the vehicle control device according to the present embodiment, when two or more of the traveling electrical components 10 related to the functions as a traveling vehicle are removed, the BMC 5 permits the shift to the battery mode.

[0071] As a result, when an operation other than the operation of shifting to the battery mode is performed, it is possible to prevent an accidental shift to the battery mode even if one of the traveling electrical components 10 has been removed.

[0072] Also, in the vehicle control device according to this embodiment, when the BMC 5 can read the information of the dongle 36 as an authentication device and confirms from the information read from the dongle 36 that the transition to the battery mode is permitted, the BMC 5 permits the transition to the battery mode.

[0073] Thereby, since the transition to the battery mode is permitted by reading the information of the dongle 36, it is possible to prevent accidentally transitioning to the battery mode when performing an operation other than the transition operation to the battery mode. Further, it is possible to transition to the battery mode without moving the vehicle 1 to a maintenance base or the like for the transition work to the battery mode, and the vehicle 1 can be used as a stationary battery.

[0074] Also, in the vehicle control device according to this embodiment, when the BMC 5 can receive the information from the command tool 37 as an external device and confirms from the information received from the command tool 37 that the transition to the battery mode is permitted, the BMC 5 permits the transition to the battery mode.

[0075] Thereby, since the transition to the battery mode is permitted by receiving the information of the command tool 37, it is possible to prevent accidentally transitioning to the battery mode when performing an operation other than the transition operation to the battery mode. Further, it is possible to transition to the battery mode without moving the vehicle 1 to a maintenance base or the like for the transition work to the battery mode, and the vehicle 1 can be used as a stationary battery.

[0076] Although the embodiments of the present invention have been disclosed, it is obvious that those skilled in the art can make changes without departing from the scope of the present invention. It is intended that all such modifications and equivalents be included in the following claims.

Explanation of Reference Numerals

[0077] 1 Vehicle 2 Motor 3 Battery 5 BMC (Battery Control Unit) 10 Running electrical components (specified electrical components) 36 Dongle (authentication device)

Claims

1. A vehicle control device mounted on a vehicle including a motor for traveling and a battery for supplying power to the motor, comprising a battery control unit for controlling charging and discharging of the battery, wherein the battery control unit includes a vehicle mode for functioning the vehicle as a traveling vehicle and a battery mode for functioning the vehicle as a stationary battery, and in the battery mode, stops the function as the traveling vehicle. The vehicle control device is characterized by this.

2. The function as the traveling vehicle includes a predetermined fault diagnosis function and a predetermined fail-safe function, and the battery control unit in the battery mode, stops the fault diagnosis function and the fail-safe function that use, as input information, the result of whether or not a predetermined electrical component related to the function as the traveling vehicle has been removed. The vehicle control device according to claim 1 is characterized by this.

3. The battery control unit permits shifting to the battery mode when a predetermined electrical component related to the function as the traveling vehicle has been removed. The vehicle control device according to claim 1 or 2 is characterized by this.

4. The battery control unit permits shifting to the battery mode when a plurality of predetermined electrical components related to the function as the traveling vehicle have been removed. The vehicle control device according to claim 1 or 2 is characterized by this.

5. The battery control unit can read information of an authentication device, and permits shifting to the battery mode when it is confirmed from the information read from the authentication device that shifting to the battery mode is permitted. The vehicle control device according to claim 1 is characterized by this.

6. The battery control unit It is possible to receive information from an external device, When it is confirmed from the received information from the external device that the transition to the battery mode is permitted, the vehicle control device according to claim 1, characterized in that the transition to the battery mode is permitted.

Images