JP2009143349A - Electric power control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate shortage of electric power in various types of actuators generated, for example, during emergency avoidance requiring a vehicle to urgently avoid an obstacle. <P>SOLUTION: To provide electric power required in each actuator during emergency avoidance, an upper limit value of electricity generated is set to be target electricity generated Pg2 larger than electricity generated Pg1 which is an upper limit value of electricity generated (Pg) by an alternator. The alternator temporarily increases electricity generated using the target electricity generated (Pg2) as the upper limit value, under the control of an ECU during emergency avoidance of the vehicle. Due to increase in the electricity generated by the alternator, electric power supplied from the alternator to each of the actuators is increased, and the actuator can be driven so that drive force sufficient for operating each operating portion can be supplied to the operating portions. Therefore, without generating shortage of electric power in the actuators, the vehicle can urgently avoid the obstacle 200. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technical field of a vehicle power control device for controlling a power generation amount generated by a power generation device such as an alternator mounted on a vehicle, for example.

  In this type of device, a vehicle drive control device that controls a field of a generator that supplies electric power necessary for an AC motor that drives a drive wheel has been proposed (see, for example, Patent Document 1). Further, in this type of device, a generator such as an alternator and an electric power steering device (EPS) are electrically connected so that the followability of the vehicle to the operation of the driver is not impaired during emergency steering of the vehicle. There has been proposed a power supply system for an automobile that is directly connected and supplies power directly from a generator to an electric power steering device (see, for example, Patent Document 2).

JP 2006-206040 A JP 2003-137115 A

  However, according to the techniques disclosed in Patent Documents 1 and 2, the power generation amount of the generator is limited to a constant power generation amount so that the power generated by the generator such as an alternator is not wasted during normal driving of the vehicle. Therefore, even if power is directly supplied from the generator to the electric power steering device during emergency avoidance, the power required by the actuator such as the electric power steering device is supplied from the generator during emergency avoidance when the vehicle avoids an obstacle. There is a possibility that it may not be possible. In particular, during emergency avoidance, a greater force or speed is required for each actuator than during normal travel, so there is a high possibility that power in an actuator such as an electric power steering device will be insufficient.

  Thus, when power shortage occurs in an actuator such as an electric power steering device, it becomes difficult to control the running state of the vehicle so that an obstacle can be avoided only by a steering operation by the driver. Further, at the time of emergency avoidance, not only the electric power steering device, but also, for example, a throttle actuator, a brake actuator, and a suspension actuator that supply driving force to each of operating parts such as a throttle valve, a brake, and a suspension in an internal combustion engine such as an engine. Since the driving state of the vehicle is controlled by coordinating the operation of various actuators such as the above, there is a high possibility that the power required by these various actuators will be insufficient, and the vehicle will more quickly avoid obstacles. It becomes difficult.

  In addition, since the amount of power generated by the generator is limited, even if the amount of power supplied to each of these various actuators is mutually adjusted, the operating performance of the various actuators will be reduced. Makes it difficult to urgently avoid obstacles.

  Here, a method of compensating for power shortage during emergency avoidance by setting a large amount of power generated by the generator in advance during normal travel of the vehicle before emergency avoidance can be considered, but during normal travel of the vehicle In addition to an increase in wasted power, the cost required for a power storage device such as a battery and a generator such as an alternator also increases. Therefore, it is difficult to say that such a method is a preferable method from the viewpoint of vehicle cost and efficient use of energy.

  Therefore, the present invention has been made in view of the above-described problems. For example, when the vehicle avoids an obstacle urgently, the power control of the vehicle that can supply the power required by various actuators to these actuators. It is an object to provide an apparatus.

In order to solve the above-described problems, an electric power control apparatus for a vehicle according to the present invention provides an actuator that supplies driving force to an operating part that operates during emergency avoidance in which the vehicle urgently avoids an obstacle, and an internal combustion engine mounted on the vehicle. A power generation device that generates power using power output from the engine and supplies power to the actuator; and an acquisition unit that acquires an urgency level at which the vehicle avoids the obstacle;
And control means for controlling the power generation device so that the amount of power generated by the power generation device during the emergency avoidance temporarily increases based on the acquired urgency level.

  According to the power control apparatus for a vehicle according to the present invention, the operation part that operates during emergency avoidance in which the vehicle urgently avoids an obstacle is, for example, a throttle, a brake, a suspension, an electric power steering apparatus ( EPS), which is the part that operates to control the running state of the vehicle. Such operation parts are respectively driven by driving forces supplied from various actuators such as a throttle actuator, a brake actuator, a suspension actuator, and an actuator for EPS.

  “Emergency avoidance” refers to avoiding an obstacle that suddenly appears on the travel path of the vehicle while the vehicle is traveling. “Emergency avoidance” means that the vehicle avoids an obstacle. When the vehicle driver performs an avoidance operation on various operating parts such as steering and brakes on the vehicle, or when an obstacle is detected by the mounted sensor, the vehicle speed and The time when it is determined that the traveling state of the vehicle matches the emergency avoidance condition set in advance based on the distance between obstacles.

  The power generation device is an alternator that generates power using power output from an internal combustion engine such as an engine mounted on the vehicle, and supplies electric power to the actuator.

  The acquisition means acquires an urgency level at which the vehicle avoids the obstacle. Such an urgency level is specifically specified by a signal including information digitized on the basis of the surrounding situation of the vehicle obtained from a sensor, for example.

  The control means is, for example, a control device such as a regulator provided integrally with or separately from the engine control unit (ECU), and the amount of power generated by the power generation device during the emergency avoidance based on the acquired emergency level Is controlled so as to temporarily increase. More specifically, for example, based on the emergency degree specified based on the emergency avoidance signal indicating emergency avoidance supplied from the sensor or the signal indicating that the driver has performed emergency avoidance operation on the vehicle, The power generator such as the alternator is controlled so that the amount of power generated by the power generator such as the alternator increases.

  Therefore, according to the power control device for a vehicle according to the present invention, the amount of power generated by the power generation device during emergency avoidance of the vehicle increases, so the amount of power supplied from the power generation device to the actuator is less than that during emergency avoidance. Increased compared to normal driving of the previous vehicle. Therefore, the actuator is driven so that the vehicle can avoid the obstacle without deteriorating the operation performance of the operation part, compared with the case where the power generation amount generated by the power generation device is limited in accordance with the normal traveling of the vehicle. Power can be supplied to the moving part. Thus, according to the power control apparatus for a vehicle according to the present invention, even when an unexpected obstacle appears on the travel path of the vehicle, the vehicle can immediately avoid the obstacle.

  In the present invention, “temporarily” means only during emergency avoidance, and when the emergency avoidance by the vehicle is finished, the power generation amount of the power generation device is the same as during normal travel before emergency avoidance. Return to power generation. Therefore, according to the power control device for a vehicle according to the present invention, the power generation amount of the power generation device temporarily increases at the time of emergency avoidance. Therefore, the power generation device is not at the time of emergency avoidance, that is, at the time of normal travel. The generated power is not wasted, and the power output from the internal combustion engine can be used efficiently for power generation.

  In one aspect of the vehicle power control apparatus according to the present invention, the control means sets the normal upper limit value of the power generation amount set in the power generation apparatus before the emergency avoidance from the normal upper limit value. You may set to the upper limit at the time of high emergency avoidance.

  According to this aspect, the “ordinary upper limit value” is the upper limit value of the power generation amount set in the power generation device before the emergency avoidance, and during normal traveling of the vehicle, that is, during emergency avoidance. This means the upper limit value of the power generation amount that is set so that the power generated by the power generation device is not wasted when there is no traveling. According to this aspect, since the upper limit value of the power generation amount at the time of emergency avoidance is set to a power generation amount higher than the normal upper limit value, it is possible to supply a sufficient driving force to the operation portion to operate the operation portion. Thus, it is possible to drive the actuator.

  In this aspect, the control means may set an upper limit value at the time of emergency avoidance according to the degree of emergency at the time of emergency avoidance.

  According to this aspect, the urgency level is specified by the control means. For example, the driver of the vehicle performs various operations such as steering and braking on the vehicle so that the vehicle avoids the obstacle. More specifically, based on the operating speed of the avoidance operation, more specifically, the rotational force or the rotational angle applied to the steering per unit time from the driver, or the amount of depression per unit time that the driver steps on the brake Identified. The degree of urgency depends on the speed of the vehicle when an obstacle is detected by a sensor mounted on the vehicle and the relative positional relationship between the vehicle and the obstacle, such as the distance between the vehicle and the obstacle at that time. It may be specified based on.

  In accordance with such an urgency level, the control means, for example, when the urgency level is high, that is, when the power consumed by the actuator during emergency avoidance is large, when the urgency level is low, that is, when the emergency avoidance is performed, The upper limit value at the time of emergency avoidance is set higher than in the case where the consumed power is relatively small.

  Therefore, according to this aspect, more power than that consumed by the actuator during emergency avoidance can be reliably supplied from the power generator to the actuator, and the vehicle can reliably and immediately avoid an obstacle.

  In another aspect of the vehicle power control apparatus according to the present invention, a transmission mechanism for transmitting the power to the power generation apparatus is further provided so that the power generation amount can be changed without changing the rotational speed of the internal combustion engine. You may have.

  According to this aspect, since the rotational speed of the internal combustion engine is not changed, for example, supply drive supplied to a drive system such as a drive wheel driven by a power portion that is not supplied to the power generator among the power output from the internal combustion engine It is possible to reduce the amount of fluctuation in which the force fluctuates before emergency avoidance and during emergency avoidance, thereby reducing the uncomfortable feeling felt by the driver. Examples of such a fluctuation amount include a vehicle speed change amount that may change due to a change in the rotational speed of the internal combustion engine before and during emergency avoidance.

  The transmission mechanism that transmits the power output from the internal combustion engine to the power generation device is, for example, a pulley that mechanically connects the internal combustion engine and the power generation device, and the power transmitted from the internal combustion engine to the power generation device. The pulley ratio defining the ratio is changed under the control of the control means. More specifically, for example, under the control of the control means, the transmission mechanism such as a pulley can change the ratio between the rotational speed of a power generator such as an alternator and the rotational speed of an internal combustion engine such as an engine, The power output from the internal combustion engine can be transmitted to the power generator so that the rotational speed of the internal combustion engine is not changed.

  Therefore, according to this aspect, it is possible to reduce changes in the vehicle speed caused by changes in the rotational speed of the internal combustion engine. Needless to say, the transmission mechanism is not limited to the pulley described above as long as it can transmit power from the internal combustion engine to the power generation device.

  In another aspect of the vehicle power control apparatus according to the present invention, the control means sets a target rotational speed higher than the rotational speed of the internal combustion engine that was set before the emergency avoidance, and the internal combustion engine The internal combustion engine may be controlled to be driven at the target rotational speed.

  According to this aspect, the amount of power output from the internal combustion engine can be increased by actively increasing the number of revolutions of the internal combustion engine during emergency avoidance, and the amount of power generated by the power generation device can be increased. Is possible.

  In this aspect, the control means may set the target rotational speed in accordance with the urgency level at the time of emergency avoidance.

  According to this aspect, the target rotational speed is determined according to the degree of urgency at the time of emergency avoidance, for example, driving required for the operation part when the vehicle is operated so that the vehicle can avoid an obstacle at the time of emergency avoidance. It is set under the control of the control means so that the force can be supplied from the actuator to the operating part and the power generated by the power generator is not wasted. The urgency in this aspect has the same meaning as the urgency described above.

  Therefore, according to this aspect, it is possible to increase the power generation amount of the power generation device without wasting power generated by the power generation device and enabling emergency avoidance by the vehicle.

  In another aspect of the vehicle power control apparatus according to the present invention, the control means includes an emergency avoidance index value indicating a travel state of the vehicle at the time of emergency avoidance and a travel time before the emergency avoidance. The target rotational speed is set so that the difference from the index value before the emergency avoidance indicating the traveling state of the vehicle is small, and at least one of the transmission mechanism of the vehicle and the actuator is controlled. Also good.

  According to this aspect, the index value at the time of emergency avoidance indicating the travel state of the vehicle at the time of emergency avoidance, and the time before the emergency avoidance indicating the travel state of the vehicle at the time of travel prior to the time of emergency avoidance. The index value means the speed of the vehicle at the time of emergency avoidance and before the time of emergency avoidance, and the change in speed of the vehicle per unit time when the speed of the vehicle increases and when the speed decreases. This means various values that physically specify the running state of the vehicle, including acceleration and the like.

  According to this aspect, for example, the driver avoids the difference between the vehicle speed at the time of emergency avoidance and the vehicle speed at the time of traveling before the emergency avoidance, in other words, by the emergency avoidance by the vehicle. The control means may set the target rotational speed and control at least one of the speed change mechanism of the vehicle and the actuator so as not to give a sense of incongruity.

  Therefore, according to this aspect, it is possible to reduce the uncomfortable feeling that may be caused by setting the rotational speed of the internal combustion engine to the target rotational speed, and to reduce the uncomfortable feeling felt by the driver during emergency avoidance. .

  In this aspect, the control means is configured such that the power generation device can generate electric power according to the target rotational speed, and the vehicle travels according to an operation on an operation portion corresponding to the operation portion by a driver of the vehicle. In addition, at least the number of stages of the transmission mechanism may be changed.

  According to this aspect, the electric power generated by the power generation device according to the power output from the internal combustion engine according to the target rotational speed is said. Since the target rotational speed is higher than the rotational speed of the internal combustion engine set during normal traveling of the vehicle before the emergency avoidance, the acceleration of the vehicle changes as the rotational speed of the internal combustion engine increases, and the driver There is a risk of giving a sense of incongruity.

  Therefore, in this aspect, more specifically, a handle for the driver to operate the handle during emergency avoidance so that the vehicle travels in response to an operation on an operation portion corresponding to the operation portion by the driver of the vehicle. At least a transmission or the like so that the driver does not feel uncomfortable with the operation or the running state under the control of the control means according to the operation or various operations such as a brake operation in which the driver depresses the brake at the time of emergency avoidance. The number of stages of the transmission mechanism is changed.

  More specifically, for example, when an example of the operation part is a steering wheel, an operation part corresponding to the steering is a handle, and when an example of the operation part is a brake, an operation part corresponding to the brake is used. Becomes a brake pedal.

  Further, when the rotational speed of the internal combustion engine is set to a higher target rotational speed than before the emergency avoidance, in order to reduce the increase in the vehicle speed that increases in accordance with the change in the rotational speed, for example, a transmission The control means controls the transmission so as to lower the shift range to a lower number of stages, that is, a range. Note that the speed change mechanism may include a CVT (Continuously Variable Transmission) mechanism.

  Therefore, according to this aspect, the speed change mechanism can be controlled so that the vehicle travels according to the operation of the operation portion corresponding to the operation portion by the driver of the vehicle, and therefore, it may occur as the rotational speed increases. This makes it possible to reduce the operability of the vehicle by a driver having a tendency to feel uncomfortable.

  In another aspect of the vehicle power control apparatus according to the present invention, the operation portion is a brake of the vehicle, the actuator is a brake actuator that supplies the driving force to the brake, and the operation portion is: A brake pedal, and the control means controls the power generation device to increase the power generation amount when the vehicle is driven in response to an operation on the brake pedal by a driver of the vehicle, and at least The brake actuator is controlled so that the vehicle speed of the vehicle is changed.

  According to this aspect, when the driver is stepping on the brake pedal, for example, it is possible to cope with a situation in which the vehicle speed cannot be reduced only by downshifting by the speed change mechanism and the brake actuator needs to be operated.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

  Hereinafter, embodiments of a power control apparatus for a vehicle according to the present invention will be described with reference to the drawings.

  First, a configuration of a vehicle including an embodiment of a vehicle power control apparatus according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram illustrating a main configuration of a vehicle including the vehicle power control apparatus according to the present embodiment.

  In FIG. 1, for example, a vehicle 1 that is a four-wheel steered vehicle includes an ECU (Electronic Control Unit) 10, a shaft 21, front wheels 21 </ b> L and 21 </ b> R, rear wheels 22 </ b> L and 22 </ b> R, and a brake pedal. 25, front wheel steering actuators 21La and 21Ra, rear wheel steering actuators 22La and 22Ra, front wheel brakes 25L and 25R, rear wheel brakes 26L and 26R, brake actuators 25La and 25Ra, brake actuators 26La and 26Ra , Handle shaft 26a, electric power steering device (EPS) 20, steering actuator 20a, handle 24, suspension mechanism 23, suspension actuator 23a, accelerator pedal 27, accelerator pedal actuator The eta 27a, the engine 50 which is an example of the “internal combustion engine” of the present invention, the throttle 51, the actuator 51a for the throttle, the alternator 30 which is an example of the “power generation device” of the present invention, the battery 70, and the “transmission mechanism” of the present invention. For example, a pulley 60, a millimeter wave radar 31, a vehicle speed sensor 33, and a stereo camera 32 are provided. The plurality of actuators 20a, 21La, 21Ra, 22La, 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a and 51a, the alternator 30, the ECU 10, and the pulley 60 are examples of the “vehicle power control device” according to the present invention. Is configured. Further, the ECU 10, the millimeter wave radar 31, the vehicle speed sensor 33, and the stereo camera 32 constitute an example of the “acquisition means” of the present invention.

  The front wheels 21L and 21R, the rear wheels 22L and 22R, the brake pedal 25, the front wheel brakes 25L and 25R, the rear wheel brakes 26L and 26R, the EPS 20, the suspension mechanism 23, the accelerator pedal 27, and the throttle 51 This is an example of “part”, and the vehicle 1 operates under the control of the ECU 10 or according to the operation of the driver at the time of emergency avoidance in which an obstacle is urgently avoided during traveling.

  The ECU 10 includes a control circuit such as a regulator that controls the power generation operation of the alternator 30 and a memory. The ECU 10 controls the operation of the engine 50. In addition, the ECU 10 includes a plurality of actuators 20a, 21La, 21Ra, 22La, 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a and 51a, front wheels 21L and 21R, rear wheels 22L and 22R, and brake pedal 25. The operation of these actuators is controlled so that driving force is supplied to the front wheel brakes 25L and 25R, the rear wheel brakes 26L and 26R, the EPS 20, the suspension mechanism 23, the accelerator pedal 27, and the throttle 51.

  The ECU 10 controls operations of the alternator 30, the pulley 60, and the battery 70. More specifically, the power generated by the alternator 30 is controlled and the power generated by the alternator 30 is controlled so that the generated power is not wasted during normal travel when no obstacle exists on the travel path of the vehicle 1. The battery 70 is controlled so that a part of the battery can be charged. In addition, the ECU 10 controls the operation of the pulley 60 that transmits the power output from the engine 50 to the alternator 30 when the engine 50 is operating.

  The ECU 10 determines whether an obstacle has appeared on the traveling path of the vehicle 1, that is, whether the traveling state of the vehicle 1 has reached a state where the obstacle should be urgently avoided. More specifically, based on the positional information regarding the relative position between the obstacle 1 detected by the millimeter wave radar 31 and the stereo camera 32 and the vehicle 1, and the vehicle speed V of the vehicle 1 detected by the vehicle speed sensor 33. Thus, the vehicle 1 determines whether or not the obstacle should be urgently avoided.

  The alternator 30 generates electric power using the power transmitted from the engine 50 via the pulley 60 under the control of the ECU 10, supplies the generated electric power to the battery 70, and a plurality of actuators 20a, 21La, 21Ra, 22La, Power is supplied to each of 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a, and 51a.

  Next, a vehicle power control method by the vehicle power control apparatus according to the present embodiment will be described with reference to FIGS. 2 to 8. FIG. 2 is a flowchart of a vehicle power control method executed by the vehicle power control apparatus according to the present embodiment. FIG. 3 is a conceptual diagram schematically showing the traveling state of the vehicle during emergency avoidance and during normal traveling. FIG. 4 is a block diagram schematically showing the configuration of the power and power supply paths. FIG. 5 is a graph schematically showing changes in the power consumption of the actuator and the amount of power generated by the alternator. FIGS. 6 to 8 are graphs schematically showing the relationship between the engine speed Ne and the vehicle speed V of the vehicle from normal travel to emergency avoidance.

  In FIG. 2, the ECU 10 determines whether or not an emergency avoidance flag signal S has been generated (step S101). More specifically, in the ECU 10, the emergency avoidance flag signal generation circuit provided as a part of the ECU 10 is a position related to the relative position between the obstacle and the vehicle 1 detected by the millimeter wave radar 31 and the stereo camera 32. Based on the information and the vehicle speed V of the vehicle 1 detected by the vehicle speed sensor 33, it is determined whether or not an emergency avoidance flag signal S having contents indicating that an obstacle should be avoided urgently has been generated. The emergency avoidance flag signal S is generated, for example, when it is determined that the traveling state of the vehicle 1 matches a preset emergency avoidance condition. When the emergency avoidance flag signal is not generated, the normal power generation amount is maintained (step S132). The information on the urgency level may be included in the emergency evasion flag signal, or the ECU 10 that has acquired the emergency evasion flag signal may specifically quantify the urgency level.

  Here, the emergency avoidance state and the normal traveling state of the vehicle will be described with reference to FIGS. 1 and 3. In FIG. 3, an emergency avoidance state (running states (C) and (D)) in which the vehicle 1 in which the vehicle 1 is in a normal running state (A) or (B) urgently avoids an obstacle that suddenly appears, A travel route returning to the normal travel states (E) and (F) again, and a stop state (G) in which the vehicle 1 stops urgently in front of an obstacle are illustrated. The “emergency avoidance” of the present invention includes a period in which the traveling state of the vehicle 1 is controlled in each of the emergency avoiding state (traveling states (C) and (D)) and the stopped state (G). Thus, emergency avoidance by the vehicle 1 is executed in a period from when it is determined that the traveling state of the vehicle 1 matches a preset emergency avoidance condition until the vehicle 1 returns to the normal traveling state.

  It should be noted that the vehicle speeds Vc and Vd of the vehicle 1 and the accelerations αc and αd in the traveling states (C) and (D) are determined according to the “emergency avoidance state indicating the traveling state of the vehicle during emergency avoidance” according to the present invention. The emergency avoidance is an example of the “index value”, and each of the vehicle speed Vb and the acceleration αb of the vehicle 1 in the traveling state (B) indicates the traveling state of the vehicle when traveling before the emergency avoiding according to the present invention. It is an example of an “index value before time”.

  1 and 3, when the traveling state of the ECU 10 is in the traveling state (B), the ECU 10 acquires position information of the obstacle 200 detected by the millimeter wave radar 31 and the stereo camera 32. Such positional information is information indicating the relative positional relationship between the vehicle 1 and the obstacle 200 indicated by the distance d between the vehicle 1 in the traveling state (B) running at the vehicle speed V and the obstacle 200. . The emergency avoidance flag signal generation circuit that constitutes a part of the ECU 10 generates an emergency avoidance flag signal based on the vehicle speed V and the distance d of the vehicle 1 detected by the vehicle speed sensor 33.

  When the emergency avoidance flag signal is not generated, more specifically, when the obstacle 200 is not present on the traveling path of the vehicle 1 or when the obstacle 200 is provided with a margin based on the vehicle speed V and the distance d. If it is determined that the driver can operate the vehicle 1 so that it can be avoided or the vehicle 1 can be stopped with a margin before the obstacle 200, the ECU 10 causes the alternator 30 to generate power. The operation of the alternator 30 is maintained so that the generated power generation amount becomes a normal power generation amount (step S132).

  When the emergency avoidance flag signal is generated, the ECU 10 specifies the urgency level (step S102). The degree of urgency is based on the speed of the vehicle when an obstacle is detected by a sensor mounted on the vehicle and the relative positional relationship between the vehicle and the obstacle such as the distance between the vehicle and the obstacle at that time. Identified. The degree of urgency is based on the operation speed of the avoidance operation performed by the driver of the vehicle 1 on the various operation parts such as the handle 24 and the brake pedal 25 in the vehicle 1 so that the vehicle 1 avoids the obstacle 200. Specifically, it is specified based on the rotational force applied to the handle 24 per unit time by the driver or the magnitude of the rotational angle, or the amount of depression per unit time that the driver depresses the brake pedal 25. Also good.

  Next, the ECU 10 sets a target power generation amount to be generated by the alternator 30 (step S103).

  Here, the target power generation amount will be described with reference to FIGS. 4 and 5.

  In FIG. 4, when the engine 50 is driven, power is supplied from the engine 50 to the drive system 90 including drive wheels such as the front wheels 21 </ b> L and 21 </ b> R and the alternator 30. When the traveling state of the vehicle 1 is a normal traveling state, the alternator 30 is constant so that the power generation amount does not exceed the power consumed by the power-supplied unit 80 including various actuators and the power charged in the battery 70. Power is generated below the upper limit. When starting the engine 50, the battery 70 supplies power to the power supplied unit 80 including a starter that starts the engine 50. As will be described later, at the time of emergency avoidance of the vehicle 1, the power supplied from the alternator 30 whose power generation amount has increased from that during normal travel is supplied to the power-supplied unit 80.

  As shown in FIG. 5A, when the vehicle 1 urgently avoids the obstacle 200 urgently, it is necessary to control the speed, traveling posture, etc. of the vehicle 1 to an unexpected speed and state. The power consumption Pc2 that is sometimes consumed by various actuators is greater than the power consumption Pc1 in the normal running state. More specifically, for example, it is necessary to change the vehicle speed V abruptly or to change the traveling route of the vehicle 2 abruptly. It becomes larger than when it is in a state.

  Therefore, even if the respective operations of the actuators 20a, 21La, 21Ra, 22La, 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a and 51a that supply driving force to the respective operating parts are coordinated, these are operated. The power consumption Pc2 consumed by the entire actuator is larger than the power consumption Pc1 consumed by each actuator during normal travel.

  As shown in FIG. 5B, the power generation amount Pg generated by the alternator 30 is set so that the power generated by the alternator 30 is not wasted when the vehicle 1 is in a normal driving state. The power generation amount Pg1 that is a typical example of the “ordinary upper limit value” of the invention is limited as the upper limit value. However, if the power generation amount Pg of the alternator 30 remains set to the power generation amount Pg1 during emergency avoidance, sufficient power that can cover the power consumption consumed by each actuator is supplied from the alternator 30 to each actuator. The actuator is not supplied and each actuator falls short of power. In such a case, a sufficient driving force for operating each operating part is not supplied from each actuator to each operating part, and the vehicle 1 may not be able to urgently avoid the obstacle 200.

  Therefore, the ECU 10 has an “upper limit value for emergency avoidance” according to the present invention, which is larger than the power generation amount Pg1 that is the upper limit value of the power generation amount Pg generated by the alternator 30 so as to cover the power required for each actuator during emergency avoidance. Is set to the target power generation amount Pg2, which is an example of the above. The alternator 30 temporarily increases the power generation amount with the target power generation amount Pg2 as the upper limit value under the control of the ECU 10 during emergency avoidance of the vehicle 1. As the amount of power generated by the alternator 30 increases, the power supplied from the alternator 30 to each actuator increases, and the actuator is driven so that a sufficient driving force for operating the operating part can be supplied to the operating part. Is possible. Therefore, emergency avoidance in which the vehicle 1 urgently avoids the obstacle 200 becomes possible.

  The power generation amount Pg2 may be set according to the degree of urgency when the vehicle 1 avoids an obstacle. The power generation amount Pg generated by the alternator 30 at the time of emergency avoidance is set according to the degree of urgency. By increasing the amount to Pg2, more power than that consumed by each actuator during emergency avoidance can be reliably supplied from the alternator 30 to each actuator, and the vehicle 1 can reliably and immediately avoid an obstacle.

  Again, in FIG. 2, the ECU 10 determines the operation by the driver (step S104). More specifically, the rotational angle or rotational speed of the handle 24 when the driver operates the handle 24 during emergency avoidance, or the amount of depression of the brake pedal 25, or the amount of depression of the accelerator pedal 27 by the driver Is detected through various sensors.

  Next, the ECU 10 determines whether or not to change the engine speed Ne so that the alternator 30 can generate the target power generation amount Pg2 (step S105).

  If it is determined that the engine speed Ne is not changed, the ECU 10 can change the power generation amount Pg of the alternator 30 without changing the engine speed Ne of the engine 50, that is, the power generation amount Pg. The pulley ratio of the pulley 60 is changed so as to increase (step S121). The pulley 60 that transmits the power output from the engine 50 to the alternator 30 mechanically connects the engine 50 and the alternator 30 to each other. The pulley 60 transmits the power transmitted from the engine 50 to the alternator 30. The pulley ratio that defines the ratio is changed under the control of the ECU 10. More specifically, the pulley 60 can change the ratio between the rotational speed of the alternator 30 and the engine rotational speed Ne, and can transmit power from the engine 50 so that the engine rotational speed Ne does not increase or decrease. It can be transmitted to the alternator 30.

  By changing the pulley ratio of the pulley, the supply driving force supplied to the driving system such as driving wheels driven by the power portion not supplied to the alternator 30 among the power output from the engine 50 is before the emergency avoidance. The amount of fluctuation that fluctuates over the time of emergency avoidance can be reduced, and the uncomfortable feeling of the vehicle felt by the driver can be reduced. More specifically, for example, the amount of change in the speed of the vehicle 1 that may change due to a change in the engine speed Ne of the engine 50 before and during emergency avoidance is reduced. In addition, the sense of incongruity felt by the driver due to the change in acceleration can be reduced. It is also possible to transmit power to the alternator 30 using another transmission mechanism instead of the pulley 60.

  On the other hand, when it is determined in step S105 that the engine speed Ne is to be changed, the ECU 10 has a target engine speed N1 higher than the normal engine speed N0 set before emergency avoidance (see FIGS. 6 to 8). ) Is set (step S111), and the engine 50 is controlled so that the engine 50 is driven at the target rotational speed N1. By actively increasing the engine speed Ne of the engine 50 at the time of emergency avoidance, the output amount of power output from the engine 50 can be increased, and the power generation amount generated by the alternator 30 can be increased. .

  Such target rotational speed N1 may be set according to the urgency level specified similarly to the above-described urgency level. By setting the target rotational speed N1 according to such an urgency level, the power generation amount of the alternator 30 is such that the power generated by the alternator 30 during emergency avoidance is not wasted and emergency avoidance by the vehicle 1 is possible. Can be limited.

  Here, when power is output from the engine 50 in accordance with the target rotational speed N1, the target rotational speed N1 is the engine rotational speed N0 of the engine 50 that was set during normal travel of the vehicle 1 before emergency avoidance. Since the speed is higher, the speed of the vehicle 1 changes as the engine speed Ne increases, which may cause the driver to feel uncomfortable.

  Therefore, the ECU 10 reduces the difference between the values of the vehicle speeds Vb, Vc and Vd shown in FIG. 3 in step S111 and the subsequent step S112, or reduces the difference between the values of the accelerations αb, αc and αd. The target rotation speed N1 is set so that the transmission 75 is an example of the “transmission mechanism” of the present invention, and the actuators 20a, 21La, 21Ra, 22La, 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a and Control at least one of 51a.

  As a result, the engine speed Ne of the engine 50 is set to the target speed N1, and a change in the vehicle speed of the vehicle 1 that may occur due to the increase in the engine speed Ne can be reduced. It is possible to reduce a sense of incongruity to remember.

  Next, the control of the shift range of the transmission 75 in step S112 will be described. In step S112, the ECU 10 allows the alternator 30 to generate electric power according to the target rotational speed N1, and the vehicle 1 travels in response to an operation on the operation part corresponding to each operation part by the driver of the vehicle 1. The number of stages of 75, that is, the shift range is changed. Below, each of the brake pedal 25 and the accelerator pedal 27 is an example of the “operation part” of the present invention.

  FIG. 6 shows an example of the shift range transition state when the driver depresses the accelerator pedal 27 during emergency avoidance, more specifically, for example, when the accelerator is turned off. 6 to 8, the characteristic lines SR1 and the characteristic lines indicating the relationship between the engine speed Ne and the vehicle speed V are respectively represented by the characteristic lines SR1 and S2 for the first, second, third, fourth and fifth shift ranges. This is indicated by SR2, SR3, SR4 and SR5.

  As shown in FIG. 6, for example, in a normal traveling before the emergency avoidance (for example, the traveling state (B) illustrated in FIG. 3), the transmission 75 has a shift range set to the fifth speed. The vehicle speed V and the engine speed Ne are set to the vehicle speed V0 and the engine speed N0, respectively. That is, the traveling state of the vehicle 1 during normal traveling prior to emergency avoidance, more specifically, the traveling state of the vehicle 1 specified by the vehicle speed V and the engine speed Ne is the vehicle speed V0 on the characteristic line SR5. And the point P0 specified by the engine speed N0.

  Here, if the engine speed Ne is increased from the engine speed N0 to the target speed N1 while the shift range of the transmission 75 is set to the fifth speed, the vehicle speed V increases from the vehicle speed V0 along the characteristic line SR5. End up. Therefore, even if the driver operates the accelerator pedal 27 so that the vehicle speed V of the vehicle 1 is maintained at the vehicle speed V0 or the vehicle speed V is decelerated from the vehicle speed V0 by turning off the accelerator pedal 27, the driver The vehicle 1 travels at a vehicle speed V that deviates from the intended vehicle speed, and the operability of the vehicle 1 or the driver feels uncomfortable due to the deviation.

  Therefore, the ECU 10 determines, for example, a shift range lower than the fifth speed so that the vehicle speed V is maintained at the vehicle speed V0 even if the engine speed Ne is changed from the engine speed N0 to the engine speed N1 in step S112. The shift range of the transmission 75 is shifted down to the second speed. Therefore, the correlation between the engine speed Ne and the vehicle speed V when the vehicle 1 is urgently avoided is defined by the characteristic line SR2. In this example, the traveling state of the vehicle 1 at the time of emergency avoidance corresponds to a point P1 defined by the target rotational speed N1 and the vehicle speed V0 on the characteristic line SR2, and the engine is used to increase the amount of power generated by the alternator 30. Even when the rotational speed Ne is increased to the target rotational speed N1, the vehicle speed V is maintained at the vehicle speed V0 during normal traveling. Therefore, it is possible to reduce the occurrence of discomfort during emergency avoidance.

  In this example, by using a CVT mechanism capable of a continuous shift range as the transmission 75, the engine speed Ne can be increased compared to a case where the shift range is changed from 5th speed to 2nd speed. On the other hand, the vehicle speed V can be controlled smoothly. In addition, under the control of the ECU 10, not only the shift range is shifted down from the fifth speed to the second speed, but also the brake actuators 25La, 25Ra, 26La, and 26Ra so that the vehicle 1 travels at the target rotational speed N1 and the vehicle speed V0. Each of these may be controlled.

  Next, transition of the shift range when the driver depresses the accelerator pedal 27 will be described with reference to FIG. FIG. 7 shows an example of the shift range transition state when the driver depresses the accelerator pedal 27 during emergency avoidance, more specifically, when the accelerator is turned on. In this example, the shift range in the normal traveling state of the vehicle 1 is set to the fourth speed.

  As shown in FIG. 7, when the traveling state of the vehicle 1 is a normal traveling state, the traveling state corresponds to a point P0 on the characteristic line SR4. If the engine speed Ne is increased to the target speed N1 while maintaining the shift range at the fourth speed during emergency avoidance of the vehicle 1, the traveling state of the vehicle 1 is specified by the target speed N1 and the vehicle speed V1a. Corresponds to point P1a. However, if the acceleration is too large for the amount of depression of the accelerator pedal 27 and the vehicle speed V0 is changed to a vehicle speed V1a that is higher than the vehicle speed V1b intended by the driver corresponding to the amount of depression of the accelerator pedal 27, the operation of the vehicle 1 There is a sense of discomfort regarding sex.

  Therefore, in this example, the ECU 10 shifts down the shift range from the 4th speed to the 3rd speed so that the vehicle speed V is set to the desired vehicle speed V1b according to the operation by the driver at the time of emergency avoidance. The traveling state of the vehicle 1 at the time of avoidance is made to correspond to the point P1b on the characteristic line SR3. As a result, the amount of power generated by the alternator 30 can be increased by increasing the engine speed Ne, and the change in operability of the vehicle 1 and the sense of discomfort between the normal driving state and the driving state during emergency avoidance can be reduced. Even in such a case, the brake actuators 25La, 25Ra, 26La, and so on are controlled not only to shift down the shift range from the 4th speed to the 3rd speed but also to drive the vehicle 1 at the vehicle speed V1b under the control of the ECU 10. Each of 26Ra may be controlled.

  Next, transition of the shift range when the driver depresses the brake pedal 25 will be described with reference to FIG. FIG. 8 shows an example of the shift range transition state when the amount of depression of the brake pedal 25 by the driver during emergency avoidance is increased, more specifically, when the brake is turned on. In this example, the shift range in the normal traveling state of the vehicle 1 is set to the fourth speed.

  As shown in FIG. 8, when the traveling state of the vehicle 1 is a normal traveling state, the traveling state corresponds to a point P0 on the characteristic line SR4. During emergency avoidance of the vehicle 1, if the engine speed Ne is increased to the target speed N1 while maintaining the shift range at the fourth speed, the vehicle speed V increases to the point P2a along the characteristic line SR4, and the driver performs a braking operation. More specifically, for example, acceleration different from the deceleration feeling corresponding to the operation on the brake pedal 25 occurs.

  Therefore, in this example, the ECU 10 is configured so that the vehicle speed V is set to the desired vehicle speed V2b according to the operation by the driver at the time of emergency avoidance, and the desired deceleration feeling according to the brake operation by the driver is generated. For example, the shift range is shifted down from the fourth speed to the second speed, and the traveling state of the vehicle 1 at the time of emergency avoidance is made to correspond to the point P2b on the characteristic line SR2. As a result, the amount of power generated by the alternator 30 can be increased by increasing the engine speed Ne, and the vehicle speed V2b can be set to the vehicle speed V2b while producing a desired feeling of deceleration. It is possible to reduce the operability change and the uncomfortable feeling.

  Note that, under the control of the ECU 10, not only the shift range is shifted down from the fourth speed to the second speed, but each of the brake actuators 25La, 25Ra, 26La, and 26Ra may be controlled so that the vehicle speed V becomes the vehicle speed V2b. .

  In FIG. 2 again, after step S112 or step 121 is completed, the procedure after step S101 is executed again. The ECU 10 always repeats the procedure from step S101 to steps 112, S121 and S132 when the vehicle travels, and is maintained in a standby state in preparation for emergency avoidance by the vehicle 1.

  As described above, according to the power control device for a vehicle according to the present embodiment, since the amount of power generated by the alternator 30 when the vehicle 1 is urgently avoided increases, the power supplied from the alternator 30 to each actuator is supplied. The amount increases from the normal travel time of the vehicle 1 before the emergency avoidance. Therefore, compared with the case where the power generation amount generated by the alternator 30 is limited in accordance with the normal traveling of the vehicle 1, the actuator does not cause the vehicle 1 to obstruct the obstacle without degrading the operation performance of the operation part such as EPS. Driving force can be supplied to each operating part so as to avoid it. Thus, according to the vehicle 1 provided with the power control apparatus for a vehicle according to the present embodiment, even when an unexpected obstacle appears on the travel path of the vehicle 1, the vehicle 1 can immediately avoid the obstacle. .

1 is a block diagram illustrating a main configuration of a vehicle including a vehicle power control device according to the present embodiment. It is a flowchart of the electric power control method of the vehicle performed by the electric power control apparatus of the vehicle which concerns on this embodiment. It is the conceptual diagram which showed typically the driving state of the vehicle at the time of emergency avoidance and the time of normal driving | running | working, respectively. It is the block diagram which showed the structure of the supply path of motive power and electric power typically. It is the graph which showed typically the change of the electric power generation amount by the power consumption of an actuator and an alternator. FIG. 3 is a graph (part 1) schematically showing a relationship between an engine speed Ne and a vehicle speed V from a normal travel time to an emergency avoidance time. It is the graph (the 2) which showed typically the relationship between the engine speed Ne during the time of emergency avoidance from the normal driving | running | working, and the vehicle speed V of a vehicle. FIG. 6 is a graph (part 3) schematically showing the relationship between the engine speed Ne and the vehicle speed V of the vehicle from normal travel to emergency avoidance.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... ECU, 20 ... EPS, 20a, 21La, 21Ra, 22La, 22Ra, 23a, 25La, 25Ra, 26La, 26Ra, 27a, 51a ... Actuator, 30 ... Alternator, 50 ... Engine, 60 ... Pulley

Claims (9)

An actuator that supplies driving force to an operating part that operates during emergency avoidance in which the vehicle urgently avoids an obstacle; and
A power generator that generates power using power output from an internal combustion engine mounted on the vehicle and supplies power to the actuator;
Obtaining means for obtaining an urgency level for the vehicle to avoid the obstacle;
Control means for controlling the power generation device so as to temporarily increase the amount of power generated by the power generation device during the emergency avoidance based on the acquired degree of urgency. Power control device. The control means sets a normal upper limit value of the power generation amount set in the power generation device before the emergency avoidance to an upper limit value in emergency avoidance higher than the normal upper limit value. The power control apparatus for a vehicle according to claim 1. The power control apparatus for a vehicle according to claim 2, wherein the control means sets an upper limit value at the time of emergency avoidance according to an urgency level at the time of emergency avoidance. 4. The transmission device according to claim 1, further comprising a transmission mechanism that transmits the power to the power generation device so that the power generation amount can be changed without changing the rotational speed of the internal combustion engine. The power control apparatus for a vehicle according to one item. The control means sets a target rotational speed higher than the rotational speed of the internal combustion engine set before the emergency avoidance, and controls the internal combustion engine so that the internal combustion engine is driven at the target rotational speed. The vehicle power control device according to claim 1, wherein: The power control apparatus for a vehicle according to claim 5, wherein the control unit sets the target rotational speed in accordance with an urgency level at the time of emergency avoidance. The control means includes an index value at the time of emergency avoidance indicating the travel state of the vehicle at the time of emergency avoidance, and an index before the time of emergency avoidance indicating the travel state of the vehicle at the time of travel prior to the time of emergency avoidance. The vehicle power according to claim 5 or 6, wherein the target rotational speed is set so that a difference from the value becomes small, and at least one of the transmission mechanism of the vehicle and the actuator is controlled. Control device. The control means is configured so that the power generation device can generate electric power corresponding to the target rotational speed, and the vehicle travels in response to an operation on an operation portion corresponding to the operation portion by a driver of the vehicle. The power control apparatus for a vehicle according to claim 7, wherein the number of stages of the speed change mechanism is changed. The operating part is a brake of the vehicle;
The actuator is a brake actuator for supplying the driving force to the brake;
The operation part is a brake pedal,
The control means controls the power generation device to increase the power generation amount when the vehicle is driven in response to an operation on the brake pedal by a driver of the vehicle, and at least the vehicle speed of the vehicle is The vehicle power control device according to claim 7, wherein the brake actuator is controlled to be changed.

Images