Vehicle control device

Abstract

To suppress that a vehicle prominently moves even if a brake does not operate normally, in charging a battery of a vehicle with electricity from an external power source through a charging cable.SOLUTION: A vehicle control device 10 comprises a control part 22 that when a vehicle moves by a first predetermined distance or more from an initial stop position that is a position at which the vehicle stops when charging of a driving battery 36 is started, in a state where the driving battery 36 of the vehicle is charged with electricity supplied from an external charging device 42 through a charging cable 40 connected to the vehicle, controls output torque of an MG 32 that is a driving source of the vehicle so that the vehicle is positioned on a target position that is any position of positions between the initial stop position and a current position of the vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device. [Background technology]

[0002] Patent Document 1 describes a technology that forcibly keeps the vehicle's parking brake activated when the charging connector is connected to a vehicle equipped with an externally chargeable battery.

[0003] Furthermore, Patent Document 2 describes a technology for controlling braking force to prevent vehicle movement when the vehicle has a battery that can be charged from an external power source via a charging cable and the vehicle has traveled a predetermined distance or traveled for a predetermined time while the charging cable is connected to the vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-175809 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-165216 Summary of the Invention [Problem to be solved by the invention]

[0005] The technologies described in Patent Documents 1 and 2 apply the brakes when a charging cable is connected to the vehicle. However, if the brakes do not function properly due to a malfunction or other reason, the vehicle may move significantly, dragging the charging cable and potentially damaging it or colliding with surrounding objects.

[0006] The present disclosure has been made in consideration of the above facts, and aims to provide a vehicle control device that can prevent the vehicle from moving significantly even when the brakes do not function normally when charging the vehicle's battery from an external power source via a charging cable. [Means for solving the problem]

[0007] A vehicle control device according to a first aspect includes a control unit that controls the output torque of a motor, which is the driving source of the vehicle, so that, when the vehicle moves by more than a first predetermined value from an initial stopping position, which is the stopping position of the vehicle when the charging is started, the vehicle is positioned at a target position, which is one of the positions between the initial stopping position and the current position of the vehicle, while the battery of the vehicle is being charged with power supplied from an external power source via a charging cable connected to the vehicle.

[0008] In a first aspect, when the vehicle's battery is being charged with power supplied from an external power source via a charging cable connected to the vehicle, if the vehicle moves a distance equal to or greater than a first predetermined value from the initial stopping position, which is the position where the vehicle was stopped when charging began, the control unit performs the following control. That is, the control unit controls the output torque of the motor, which is the drive source of the vehicle, so that the vehicle is positioned at a target position, which is any position between the initial stopping position and the vehicle's current position. This makes it possible to prevent the vehicle from moving significantly due to the output torque of the motor when the brakes are not operating normally while the vehicle's battery is being charged from the external power source via the charging cable.

[0009] In a second aspect, in the first aspect, the control unit activates at least one of the electric parking brake and the ABS emergency pressure brake of the vehicle when the charging is started or when the vehicle moves from the initial stop position by more than a second predetermined value that is smaller than the first predetermined value.

[0010] In a second aspect, when charging is started or when the vehicle moves a distance equal to or greater than a second predetermined distance from the initial stop position, at least one of the vehicle's electric parking brake and ABS emergency pressurizing brake is activated. This makes it possible to suppress significant vehicle movement with simple control when the brakes (electric parking brake and ABS emergency pressurizing brake) are operating normally.

[0011] In the third aspect, in the first aspect, when the vehicle moves more than the first predetermined value from the initial stopping position, if an object that may collide with the vehicle is not detected by the periphery monitoring system, the control unit performs a first control to control the output torque of the motor using the initial stopping position as a target position of the vehicle, and if an object that may collide with the vehicle is detected by the periphery monitoring system, the control unit performs a second control to control the output torque of the motor using the current position of the vehicle as the target position of the vehicle.

[0012] In the third aspect, the first control and the second control are selectively performed depending on whether or not an object that may collide with the vehicle has been detected by the surroundings monitoring system, thereby preventing the vehicle from colliding with the object.

[0013] In a fourth aspect, in the first aspect, when the steering wheel of the vehicle is in a position other than a straight-ahead position, the control unit moves the steering wheel of the vehicle to the straight-ahead position before controlling the output torque of the motor.

[0014] When the vehicle steering is not in a straight-ahead position, if the motor output torque is controlled to position the vehicle at a target position, there is a possibility that the vehicle will move to a position significantly different from the target position (especially when the target position differs from the current position of the vehicle). In contrast, in the fourth aspect, the vehicle steering is moved to a straight-ahead position before controlling the motor output torque, so that the destination of the vehicle when the motor output torque is controlled can be brought closer to the target position. [Effects of the Invention]

[0015] The present disclosure has the advantage of being able to prevent the vehicle from moving significantly even when the brakes do not function normally when charging the vehicle's battery from an external power source via a charging cable. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle control device according to an embodiment; [Figure 2] 4 is a flowchart showing a charging control process executed by a PHEV ECU. DETAILED DESCRIPTION OF THE INVENTION

[0017] An example of an embodiment of the present disclosure will be described in detail below with reference to the drawings. The vehicle equipped with a vehicle control device 10 shown in Fig. 1 is a plug-in hybrid electric vehicle (PHEV) equipped with an engine (not shown), a motor generator (hereinafter referred to as "MG") 32 that operates as a motor for propelling the vehicle and as a generator, a drive battery 36, and a charging connector 38. The vehicle control device 10 includes a brake ECU 18, a PHEV Electronic Control Unit (ECU) 20, a power control unit (hereinafter referred to as "PCU") 28 equipped with an MG ECU 30, and the MG 32. The MG 32 is an example of a motor in the present disclosure.

[0018] The MG 32 and the drive battery 36 are connected to the PCU 26. The PCU 26 includes an inverter capable of converting AC power to DC power and DC power to AC power. When the MG 32 operates as a motor, power is supplied to the MG 32 from the drive battery 36 via the PCU 26, and when the MG 32 operates as a generator, power generated by the MG 32 is supplied to the drive battery 36 via the PCU 26, thereby charging the drive battery 36.

[0019] Furthermore, a charging connector 38 is provided between the PCU 28 and the driving battery 36. The charging connector 38 is connected to a charging cable 40 when charging the driving battery 36 with power supplied from an external charging device 42. The charging connector 38 is provided with a connection detection sensor (not shown) that detects whether or not it is connected to the charging cable 40. The external charging device 42 is an example of an external power source in the present disclosure, and the driving battery 36 is an example of a battery in the present disclosure.

[0020] The MG ECU 30 includes a CPU (Central Processing Unit), memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), non-volatile storage units such as a HDD (Hard Disk Drive) and an SSD (Solid State Drive), and an I / F (Interface) unit. When the MG 32 operates as a motor, the MG ECU 30 receives a torque command value from the PHEV ECU 20 and controls the operation of the MG 32 so that the output torque from the rotating shaft of the MG 32 matches the received torque command value. The MG ECU 30 also receives a detected value of the rotation speed (rotational speed) of the rotating shaft of the MG 32 from a rotation detection sensor 34 built into the MG 32 and outputs the received detected value of the rotation speed of the MG 32 to the PHEV ECU 20.

[0021] Meanwhile, the brake ECU 18 is provided as part of the vehicle's brake system 12 and includes a CPU, memories such as ROM and RAM, a non-volatile storage unit such as an HDD or SSD, and an I / F unit. The brake system 12 includes an electric parking brake 14 and an anti-lock brake system (ABS) emergency pressurization brake 16. The ABS emergency pressurization brake 16 is a device that performs ABS emergency pressurization control, which automatically applies the brakes in an emergency when a vehicle collision or the like is detected, even if the occupant does not step on the brake. The brake ECU 18 is connected to the electric parking brake 14 and the ABS emergency pressurization brake 16, and is capable of operating the electric parking brake 14 and the ABS emergency pressurization brake 16 independently.

[0022] The PHEV ECU 20 includes a CPU, memories such as ROM and RAM, a non-volatile storage unit such as an HDD or SSD, and an I / F unit. The PHEV ECU 20 is connected to a perimeter monitoring system 24 and an electric power steering system 26. The perimeter monitoring system detects objects (obstacles) around the vehicle using sonar, cameras, etc., and determines the possibility of a collision based on the direction and distance to the detected obstacle. The electric power steering system 26 reduces steering effort by using a motor to assist the force required for steering, and includes a steering angle sensor. The PHEV ECU 20 controls the output torque of the motor of the electric power steering system 26 to change the steering angle of the vehicle when necessary.

[0023] A control program is stored in the storage unit of the PHEV ECU 20. The PHEV ECU 20 functions as a control unit 22 by reading the control program from the storage unit and loading it into memory, and then executing the control program loaded into memory by a CPU. The control unit 22 then performs charging control processing (described below) while the ignition of the vehicle is on.

[0024] When the vehicle's drive battery 36 is being charged with power supplied from an external charging device 42 via a charging cable 40 connected to the vehicle and the vehicle has moved a distance equal to or greater than a first predetermined value from an initial stop position, which is the position where the vehicle was stopped when charging of the drive battery 36 began, the control unit 22 controls the output torque of the MG 32, which is the drive source of the vehicle, so that the vehicle is positioned at a target position, which is any position between the initial stop position and the current position of the vehicle. Note that the control unit 22 is an example of a control unit in the present disclosure.

[0025] Next, as an operation of this embodiment, a charging control process executed by the control unit 22 while the ignition of the vehicle is on will be described with reference to FIG.

[0026] In step 100 of the charging control process, the control unit 22 acquires a signal output from a connection detection sensor provided in the charging connector 38 and determines, based on the acquired signal, whether the vehicle is connected to the charging cable 40. If the determination in step 100 is negative, the charging control process ends. Note that, if it is detected that the connection between the vehicle and the charging cable 40 has been released during the processing from step 102 onwards (described later), the charging control process according to this embodiment is interrupted and the processing (control) ends.

[0027] If the determination in step 100 is positive, that is, if the vehicle is connected to the charging cable 40 and the vehicle's drive battery 36 is being charged with power supplied from the external charging device 42 via the charging cable 40, the process proceeds to step 102. In step 102, the control unit 22 sets the current position of the rotation shaft of the MG 32 detected by the rotation detection sensor 34, i.e., the current position of the vehicle, as the initial stopping position, as the vehicle target position.

[0028] In the next step 104, the control unit 22 determines whether the electric parking brake 14 is activated. If the determination in step 104 is negative, the process proceeds to step 106, where the control unit 22 activates the electric parking brake 14. This makes it possible to prevent the vehicle from moving while connected to the charging cable 40, even when the vehicle's shift position is other than P range, or when the vehicle's shift position is in P range but the locking mechanism that locks the vehicle from moving in P range has malfunctioned. After processing step 106, the process proceeds to step 108. If the determination in step 104 is positive, the process skips step 106 and proceeds to step 108.

[0029] In step 108, the control unit 22 determines whether the amount of movement of the vehicle from the initial stop position is equal to or greater than a second predetermined value. The magnitude relationship between the second predetermined value and a first predetermined value (described later) is second predetermined value<first predetermined value. If the determination in step 108 is negative, step 108 is repeated until the determination is affirmative. If the determination in step 108 is affirmative, the process proceeds to step 110, where the control unit 22 activates the ABS emergency pressurization brake 16 (causing the ABS emergency pressurization brake 16 to perform ABS emergency pressurization control). This makes it possible to prevent the vehicle from moving significantly while connected to the charging cable 40, even if the electric parking brake 14 has malfunctioned.

[0030] After the processing of step 110, the process proceeds to step 112, where the control unit 22 determines whether the amount of vehicle movement from the initial stop position is equal to or greater than a first predetermined value. If the determination in step 112 is negative, step 112 is repeated until the determination is affirmative. If the determination in step 112 is affirmative, the process proceeds to step 114. In step 114, the control unit 22 stops the operation of the ABS emergency pressurizing brake 16 that was activated in the previous step 110. Note that the operation of the ABS emergency pressurizing brake 16 may be stopped immediately before driving the MG 32 (for example, immediately before performing step 126, which will be described later).

[0031] In step 116, the control unit 22 acquires a signal output from the steering angle sensor of the electric power steering system 26, and determines whether the steering wheel of the vehicle is positioned in a straight-ahead position (midpoint position) based on the acquired signal. If the determination in step 116 is negative, the process proceeds to step 118. In step 118, the control unit 22 controls the output torque of the motor of the electric power steering system 26 so that the steering wheel of the vehicle is positioned in a straight-ahead position.

[0032] After the processing of step 118 is performed, the process returns to step 116, and steps 116 and 118 are repeated until the determination in step 116 is affirmative. As a result, the steering of the vehicle is moved to a straight-ahead position, so that the destination of the vehicle when control (first control) is performed to drive MG 32 with the initial stop position as the vehicle target position can be made closer to the initial stop position. Note that steps 116 and 118 may also be performed when the determination in step 122, described later, is negative.

[0033] If the determination in step 116 is affirmative, the process proceeds to step 120, where the control unit 22 acquires the obstacle detection result from the periphery monitoring system 24. In step 122, the control unit 22 determines, based on the obstacle detection result acquired from the periphery monitoring system 24, whether or not there is an obstacle (for example, an obstacle between the initial fixed position and the current position) that may cause a collision with the vehicle when control (first control) is performed to drive the MG 32 with the initial stopping position as the vehicle target position.

[0034] If the determination in step 122 is negative, the process proceeds to step 126. In this case, step 124, which will be described next, is skipped, so that the vehicle target position remains at the initial stop position, and a first control is performed in steps 126 to 132, which will be described later, to drive the MG 32 with the initial stop position as the vehicle target position. On the other hand, if the determination in step 122 is positive, the process proceeds to step 124, and in step 124, the control unit 22 sets the vehicle target position to the current position of the vehicle, that is, a position that has moved from the initial stop position by at least a first predetermined value. In this case, in steps 126 to 132, which will be described later, a control is performed to drive the MG 32 with the current position of the vehicle as the vehicle target position (a second control is performed to drive the MG 32 so that the vehicle stays at the current position).

[0035] In step 126, the control unit 22 compares the current vehicle position with the vehicle target position and branches depending on the magnitude relationship between the current vehicle position and the vehicle target position. If the vehicle target position is located further forward than the current vehicle position, the process proceeds from step 126 to step 128. In step 128, the control unit 22 outputs a torque command value to the MG ECU 30 so that the rotation shaft of the MG 32 rotates in a direction that moves the vehicle forward. Note that the torque command value in step 128 is determined, for example, by performing feedback control such as PID control based on the deviation of the current vehicle position from the vehicle target position.

[0036] On the other hand, if the vehicle target position is located behind the vehicle's current position, the process proceeds from step 126 to step 130. In step 130, the control unit 22 outputs a torque command value to the MG ECU 30 so that the rotary shaft of the MG 32 rotates in a direction to move the vehicle backward. The torque command value in step 130 can be determined, for example, by performing feedback control such as PID control based on the deviation of the vehicle's current position from the vehicle target position.

[0037] If the current vehicle position coincides with the vehicle target position, the process proceeds from step 126 to step 132. In step 132, the control unit 22 maintains the previous value of the torque command value to be output to the MG ECU 30. After performing the processing of step 128, step 130, or step 132, the process returns to step 126, and steps 126 to 132 are repeated.

[0038] Through the above control, the output torque from the MG 32 is used to control the vehicle to move to the initial stop position (first control), or to stay at the current position (second control). When charging of the drive battery 36 is completed and the connection between the vehicle and the charging cable 40 is released, an interrupt is generated and the charging control process ends.

[0039] As described above, the vehicle control device 10 according to this embodiment includes a control unit 22 that controls the output torque of the MG 32, which is the drive source of the vehicle, so that, when the vehicle moves a distance equal to or greater than a first predetermined value from an initial stop position, which is the position where the vehicle was stopped when charging of the drive battery 36 began, the vehicle is positioned at a target position between the initial stop position and the current position of the vehicle, while the vehicle's drive battery 36 is being charged with power supplied from the external charging device 42 via the charging cable 40 connected to the vehicle. This makes it possible to prevent the vehicle from moving significantly due to the output torque of the MG 32, even if the brakes do not operate normally when charging the vehicle's drive battery 40 from the external charging device 42 via the charging cable 40.

[0040] Furthermore, in this embodiment, when charging of the drive battery 36 starts, or when the vehicle moves from the initial stop position by a distance equal to or greater than a second predetermined value that is smaller than the first predetermined value, the control unit 22 activates at least one of the vehicle's electric parking brake 14 and ABS emergency pressurizing brake 16. This makes it possible to suppress, with simple control, the vehicle from moving significantly when the brakes (electric parking brake 14 and ABS emergency pressurizing brake 16) are operating normally.

[0041] Furthermore, in this embodiment, when the vehicle has moved a distance equal to or greater than a first predetermined value from the initial stop position, if the periphery monitoring system 24 has not detected an object with which the vehicle may collide, the control unit 22 performs first control to control the output torque of the MG 32 with the initial stop position as the target position of the vehicle, and if the periphery monitoring system 24 has detected an object with which the vehicle may collide, the control unit 22 performs second control to control the output torque of the MG 32 with the current position of the vehicle as the target position of the vehicle. This makes it possible to prevent the vehicle from colliding with an object with which the vehicle may collide.

[0042] Furthermore, in this embodiment, when the target position differs from the current position of the vehicle and the steering wheel of the vehicle is not in a straight-ahead position, the control unit 22 moves the steering wheel of the vehicle to a straight-ahead position before controlling the output torque of the MG 32. This allows the destination of the vehicle when the output torque of the motor is controlled to approach the target position.

[0043] In the above embodiment, the vehicle equipped with the vehicle control device 10 is a PHEV, but the vehicle equipped with the vehicle control device 10 may be an EV (Electric Vehicle).

[0044] In the above embodiment, the electric parking brake 14 of the vehicle is activated when charging starts via the charging cable 40, and the ABS emergency pressurizing brake 16 of the vehicle is activated when the vehicle moves a distance equal to or greater than the second predetermined distance from the initial stop position. However, the present disclosure is not limited to this, and only one of the electric parking brake 14 and the ABS emergency pressurizing brake 16 may be activated, or neither the electric parking brake 14 nor the ABS emergency pressurizing brake 16 may be activated.

[0045] Furthermore, in the above embodiment, when the vehicle moves a distance equal to or greater than the first predetermined value from the initial stop position, if the periphery monitoring system 24 does not detect any obstacle that may cause a collision with the vehicle, a first control is performed to return the vehicle to the initial stop position, and when the periphery monitoring system 24 detects any obstacle that may cause a collision with the vehicle, a second control is performed to keep the vehicle at its current position. However, the present disclosure is not limited to this, and the second control may be performed when the vehicle moves a distance equal to or greater than the first predetermined value from the initial stop position, regardless of whether or not there is any obstacle that may cause a collision with the vehicle. Furthermore, the target position of the vehicle is not limited to being set to the initial stop position or the current position of the vehicle, and the target position may be set to any position between the initial stop position and the current position of the vehicle, excluding the initial stop position and the current position of the vehicle.

[0046] The following additional notes are provided regarding the above-described embodiments.

[0047] (Appendix 1) A vehicle control device including a control unit that controls the output torque of a motor that is a drive source of the vehicle so that, when the vehicle moves by more than a first predetermined value from an initial stopping position, which is the stopping position of the vehicle when the charging started, the target position is one of positions between the initial stopping position and the current position of the vehicle, while the battery of the vehicle is being charged with power supplied from an external power source via a charging cable connected to the vehicle.

[0048] (Appendix 2) 2. The vehicle control device according to claim 1, wherein the control unit activates at least one of an electric parking brake and an ABS emergency pressurizing brake of the vehicle when the charging is started or when the vehicle has moved from the initial stop position by more than a second predetermined value that is smaller than the first predetermined value.

[0049] (Appendix 3) The vehicle control device described in Appendix 1, wherein when the vehicle moves from the initial stop position by more than the first predetermined value, if an object that may collide with the vehicle is not detected by the vehicle's periphery monitoring system, the control unit performs first control to control the output torque of the motor using the initial stop position as a target position of the vehicle, and if an object that may collide with the vehicle is detected by the periphery monitoring system, performs second control to control the output torque of the motor using the vehicle's current position as the target position of the vehicle.

[0050] (Appendix 4) 2. The vehicle control device according to claim 1, wherein, when a steering wheel of the vehicle is not in a straight-ahead position, the control unit moves the steering wheel of the vehicle to the straight-ahead position before controlling the output torque of the motor.

[0051] (Appendix 5) 2. The vehicle control device according to claim 1, wherein the control unit terminates the control when the connection between the vehicle and the charging cable is released. In the aspect described in Supplementary Note 5, the control can be ended at an appropriate timing when the connection between the vehicle and the charging cable is released, that is, when there is no longer a risk of the vehicle dragging the charging cable.

[0052] (Appendix 6) 3. The vehicle control device according to claim 2, wherein the control unit activates an electric parking brake of the vehicle when the charging is started, and activates an ABS emergency pressurizing brake of the vehicle when the vehicle moves by more than the second predetermined value from the initial stop position. In the embodiment described in Appendix 6, vehicle movement is suppressed in stages using multiple means, namely, activation of the electric parking brake, activation of the ABS emergency pressurizing brake, and control of the motor output torque, thereby reliably suppressing significant vehicle movement when charging the vehicle's battery from an external power source via a charging cable. [Explanation of symbols]

[0053] 10 Vehicle control device 14 Electric parking brake 16 Emergency pressure brake 20 PHEV ECU 22 Control Unit 24 Perimeter Monitoring System 26 Electric power steering system 32 MG (motor) 34 Rotation detection sensor 36 Drive battery 40 Drive battery 40 Charging cable 42 External charging device (external power supply)

Claims

1. A vehicle control device including a control unit that controls the output torque of a motor that is a drive source of the vehicle so that, when the vehicle moves by more than a first predetermined value from an initial stopping position, which is the stopping position of the vehicle when the charging is started, the target position is one of positions between the initial stopping position and the current position of the vehicle, while the battery of the vehicle is being charged with power supplied from an external power source via a charging cable connected to the vehicle.

2. 2. The vehicle control device according to claim 1, wherein the control unit activates at least one of an electric parking brake and an ABS emergency pressurizing brake of the vehicle when the charging is started or when the vehicle has moved from the initial stop position by more than a second predetermined value that is smaller than the first predetermined value.

3. 2. The vehicle control device according to claim 1, wherein when the vehicle moves from the initial stop position by more than the first predetermined value, if an object that may collide with the vehicle is not detected by a periphery monitoring system of the vehicle, the control unit performs first control to control the output torque of the motor using the initial stop position as a target position of the vehicle, and when an object that may collide with the vehicle is detected by the periphery monitoring system, the control unit performs second control to control the output torque of the motor using the current position of the vehicle as the target position of the vehicle.

4. 2. The vehicle control device according to claim 1, wherein, when the steering wheel of the vehicle is not in a straight-ahead position, the control unit moves the steering wheel of the vehicle to the straight-ahead position before controlling the output torque of the motor.

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