JP2005297780A - Vehicle with noise suppression device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle provided with a countermeasure device for sound generated by operation of an operating device.
In a hybrid vehicle that is selectively driven by an engine and front and rear motor generators, an initial check of a hydraulic cut device master cut valve, a simulator communication valve, and a pump device is performed after the engine operation, Alternatively, when the set time elapses without the engine being operated, or when the vehicle traveling speed exceeds the set speed, the engine is operated to perform an initial check. The operation sound of the master cut valve is mixed with the operation sound of the engine, and the initial check is performed without making the passenger feel uncomfortable. During normal driving, the master cut valve and simulator communication valve are operated in at least one state where the engine speed is higher than the set speed, the motor speed is higher than the set speed, and the vehicle running speed is higher than the set speed. Activate the device.
[Selection] Figure 10

Description

  The present invention relates to a vehicle with a noise countermeasure device, and more particularly, to a countermeasure against operating noise of an operating device such as a pump device and a control valve.

  Various operating devices are mounted on a vehicle, and a sound is often generated during the operation. For example, when a hydraulic brake device is provided in a vehicle and the hydraulic brake device is a device that can electrically control the hydraulic pressure of a brake cylinder, for example, a hydraulic control valve device, a master cut valve, a simulator Equipped with operation devices such as communication valves, stroke simulators, accumulators, pump devices, etc. The brake cylinder pressure is controlled to an appropriate level by the operation of these operation devices, but the valves and pump devices generate sound during operation . For example, the master cut valve is constituted by a normally open electromagnetic on-off valve, which is provided in the middle of a liquid passage connecting the master cylinder and the brake cylinder, and shuts off the master cylinder from the brake cylinder. When the motor is seated on the vehicle and stopped at a separated position away from the valve seat, a collision noise or a sound caused by pressure pulsation accompanying the operation of the valve is generated. In the pump device, the pump motor operates the pump and brake fluid is stored in the accumulator under pressure. At that time, operating noise is generated in the pump motor and the pump. Such an operating noise is generated when the operating device is operated to control the brake cylinder pressure, and of course, for example, when an initial check is performed to check whether the operating device operates normally. Occurs and makes the passenger feel uncomfortable.

For this reason, in the vehicle described in Patent Document 1 below, the operation noise of the electromagnetic on-off valve during the initial check is reduced. The initial check is performed once every time the ignition switch is switched from the OFF state to the ON state. However, the order in which the initial check should be performed for a plurality of solenoid on / off valves is set and the electromagnetic switch is switched on each time the ignition switch is switched to the ON state. The on / off valves are opened and closed one by one in order to check the operation. In this way, the operation noise is less than when the operation check is performed on all of the plurality of electromagnetic on-off valves every time the ignition switch is switched to the ON state.
JP-A-9-323638 JP 2002-120704 A

However, even in this case, the operating sound of the electromagnetic on-off valve at the initial check may make the passenger feel uncomfortable. Even if there is only one electromagnetic on-off valve that is activated for the initial check, if the sound generated in the vehicle at the time of operation is small, the operation sound of the electromagnetic on-off valve can be heard by the occupant, making the driver feel uncomfortable. is there.
The present invention has been made against the background of the above circumstances, and has been made with an object of providing a vehicle including a countermeasure device for a sound generated by the operation of an operating device.

  In order to solve the above-described problems, the present invention provides a vehicle including a first actuator and a second actuator, each of which makes a sound during operation, and (a) the need to operate the first actuator occurs. A standby control unit that does not operate, but waits for an operation in a state satisfying the first setting condition of the second operating device, and (b) sets the second operating device to a second setting condition. A noise countermeasure device having at least one of an opportunity creation type control unit that operates in a state satisfying the second setting condition even when it does not need to be operated in a satisfying condition and operates the first actuator during the operation Is provided.

The first setting condition may be, for example, that the second operating device is simply operated, or may be operated with an operating amount that is equal to or greater than a preset operating amount.
The second setting condition is the same, and the second setting condition may be the same condition as the first setting condition or a different condition.
The first and second actuators controlled by the standby controller and the first and second actuators controlled by the opportunity creation controller may be the same actuator or different actuators.
Some of the operating devices of the vehicle cause an occupant to feel a sense of discomfort and distrust in the sound generated by the operation, and there are also operating devices that are naturally heard as a sound to be generated for the operation of the vehicle. . Therefore, if the former device is the first actuator, the latter device is the second actuator, and the first actuator is operated while the second actuator is operating, the first actuator The operation sound generated by the operation of the second operation device is mixed with the operation sound generated by the operation of the second operation device, making it difficult or impossible for the occupant to hear, so that the occupant does not feel uncomfortable.
When the first actuator is operated, the second actuator is not necessarily operated. However, if the standby controller is provided, the first actuator is operated when the second actuator is not operated. Since the device is not activated and is activated only after the second actuator is activated in a state satisfying the first setting condition, the first actuator must be in a state where the second actuator is in operation. Will be activated. When the second operating device is not operated and the vehicle is quiet, the first operating device cannot be operated, and it is avoided that the occupant feels uncomfortable due to the operating sound. If it is an operation device that can delay the operation even if it is necessary to operate, it can be the first operation device, and a standby control unit can be provided.
In addition, if the opportunity creation type control unit is provided, the first actuator can be operated without waiting for the second actuator to be operated. One actuating device can be actuated as needed while avoiding the audible audible noise of the occupant. Therefore, if it is not desirable to delay the start of operation when the operation of the actuator is required, the actuator is designated as the first actuator, and a second actuator is defined separately and controlled by the opportunity creation type control unit. By doing so, it is possible to operate the first operating device as needed without making the user feel uncomfortable due to the operating sound. Even if it is an operating device which can delay an operation start, if it is the 1st operating device controlled by an opportunity creation type control part, it can be operated early. Even in the case of the same operating device, the start of operation can be delayed depending on the purpose of the operation, and it is desirable to delay the start of operation when the first operating device can be controlled by the standby control unit. In some cases, the first actuating device is controlled by the opportunity creation type control unit. For example, if it is for the initial check, it is the first actuating device controlled by the standby type control unit, and if it is originally intended to perform the scheduled operation, the first operation controlled by the opportunity creation type control unit There is an actuating device that is a device.
The second actuating device does not need to be actuated by nature, but is actuated to reduce the operating sound of the first actuating device. Therefore, an actuating device that can be actuated despite the necessity of actuating, that is, an actuating device that can be actuated regardless of whether or not it is necessary, and the actuating when not necessary, It does not affect the operation of other actuators because it does not produce the originally planned result, or the operation of the actuator is not necessary at that time, but it is an action that will be necessary in the future and is useless. The actuating device that does not have to be the second actuating device controlled by the opportunity creation type control unit.

Aspects of the Invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following paragraphs, (1) corresponds to claim 1, and (2), (3), (6) and (7) are combined in claim 2, (8) is claim 3, claim (2), (3), (6) and (9) are combined in claim 4, (11) is in claim 5, (13) ) Corresponds to claim 6 and (15) corresponds to claim 7.

(1) A vehicle equipped with a first actuator and a second actuator, each of which emits a sound during operation, and (a) operated even though the need to operate the first actuator has occurred. A standby control unit that operates after waiting for an operation in a state that satisfies the first setting condition of the second operating device; and (b) it is not necessary to operate the second operating device in a state that satisfies the second setting condition. Nevertheless, the vehicle with a noise countermeasure device provided with a noise countermeasure device having at least one of the opportunity creation type control unit that operates in a state satisfying the second setting condition and operates the first actuator during the operation. .
(2) The vehicle includes an initial check device that checks whether or not the first operation device operates normally at the beginning of operation of the vehicle, and the noise countermeasure device is a component of the initial check device. The vehicle with a noise countermeasure device according to item (1).
For example, if the first actuating device is a device that can delay the start of operation, it is desirable to provide a standby-type control unit, wait for the operation of the second actuating device to perform an initial check, and delay the start of operation. If there is no device, an opportunity creation type control unit can be provided, the second actuator can be operated, and an initial check can be performed during the operation.
The initial check is automatically performed after the ignition switch of the vehicle is turned on, and the first actuator is operated without the driver's operation, so the driver feels uncomfortable with the operating sound. In many cases, in the vehicle of this section, the initial check of the first operating device is performed without causing the occupant to feel a sense of discomfort or distrust due to the operating sound.
(3) The first operating device includes at least one of a hydraulic brake device including a pump for accumulator animal pressure and a pump motor for driving the pump, and a control valve for controlling the flow of hydraulic fluid. Including vehicle with noise suppression device as described in (2).
Control valves include hydraulic control valves that control brake cylinder pressure, and allow / shut off valves that allow and block hydraulic fluid flow. For example, solenoid valves that are a kind of solenoid valves, electromagnetic direction switching Specific examples include valves and linear hydraulic control valves.
The initial check of at least one of the pump device and the control valve is performed without causing the occupant to feel discomfort or distrust due to their operating sounds.
(4) The vehicle with a noise countermeasure device according to (3), wherein the control valve includes an on-off valve that controls communication and blocking of the hydraulic fluid passage.
The on / off valve generates a collision sound when the valve is opened / closed, and the initial check is performed without the passenger feeling uncomfortable.
(5) The vehicle with a noise countermeasure device according to any one of (1) to (4), wherein the second operating device includes an engine that drives the vehicle.
The engine generates a sound with its operation, but it is inevitably recognized that the engine operates in the vehicle, and the operation sound does not make the occupant feel uncomfortable or distrustful, as a second operating device Is preferred.
(6) The noise countermeasure device according to (3) or (4), wherein the vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and the second operating device includes at least the engine. Vehicle with.
The hybrid vehicle is driven by only the engine or the vehicle drive motor, or by both the engine and the vehicle drive motor, depending on the selection of the drive source.
When the hybrid vehicle is driven only by the vehicle drive motor, it is quieter than when it is driven by the engine, the operation sound of the pump device and the control valve can be easily heard by the occupant, and the effect of providing the noise countermeasure device of this section is great. .
(7) An initial check standby type control in which the standby type control unit waits for an operation in a state satisfying the first setting condition of the engine to operate at least one of the pump device and the control valve for an initial check. A vehicle with a noise countermeasure device according to item (6) including a part.
For example, the first setting condition is that the starter is activated and the engine is being started, that the engine is in a rotating state after startup, or that the engine speed is equal to or higher than the set speed.
In a hybrid vehicle, the engine is rotated to drive the vehicle, or it is rotated to cause the motor generator to generate electricity and charge the battery. In any case, by waiting for the engine operation (including start-up), the initial check of at least one of the pump device and the control valve is performed during the operation of the engine, and the operation sound of the pump device or the like becomes the engine operation sound. It is avoided that the passenger feels uncomfortable.
(8) The opportunity creation type control unit operates the engine in a state satisfying the second setting condition, and operates at least one of the pump device and the control valve for an initial check while the engine is operating. The vehicle with a noise countermeasure device according to (6) or (7), including an initial check opportunity creation type control unit.
For example, the second setting condition is that the starter is operated to start the engine, that the engine is in a rotating state after the start, or that the engine speed is equal to or higher than the set speed.
In a hybrid vehicle, since an engine and a vehicle drive motor are selectively used for driving, there is a state where the engine is not used as a drive source. For this reason, an engine that can produce a large operating noise is used as a second operating device that is operated in order to reduce the operating noise of the first operating device even though there is no need to operate, without affecting the driving state of the vehicle. Therefore, it can be used as a noise countermeasure operation sound generator, and a noise countermeasure apparatus having an opportunity creation type control unit can be easily configured.
(9) An initial check standby type control in which the standby type control unit operates at least one of the pump device and the control valve for an initial check after waiting for an operation in a state where the first setting condition of the engine is satisfied. When the third setting condition is satisfied during standby by the initial check standby type control unit, the engine is operated in a state satisfying the second setting condition. The vehicle with a noise countermeasure device according to (6), further including an initial check opportunity creation control unit that operates at least one of the pump device and the control valve for the initial check during operation of the engine.
According to the vehicle of this section, the initial check can be performed after waiting for the operation in the state satisfying the first setting condition of the engine, and the engine is set to the second setting condition for the initial check by the opportunity creation type control unit. Can be operated in full condition. It is not necessary to continue to wait for the operation in the state satisfying the first setting condition of the engine, and after the ignition switch is turned on by the setting of the third setting condition, the passenger does not feel uncomfortable, etc. The initial check can be performed relatively early, and at least one of the pump device and the control valve can be prevented from being operated in a state where the initial check is not performed.
In a hybrid vehicle, it is not always necessary to operate the engine after switching the ignition switch to the ON state, and the vehicle may continue to be driven only by the vehicle drive motor. By operating in a state that satisfies the conditions, the initial check can be performed relatively early after the ignition switch is switched to the ON state.
(10) The third setting condition includes at least one of the standby time being equal to or longer than the set time and the traveling speed of the vehicle being equal to or higher than the set speed. vehicle.
In a state where the standby time is longer than the set time or the traveling speed is higher than the set speed, the hydraulic brake device is likely to be operated for deceleration, and the hydraulic brake device is set by setting the third setting condition. It is easy to perform an initial check before the operation.
Further, the engine is not operated until the third setting condition is satisfied, and the fuel efficiency is improved.
(11) The first operating device includes a master cut valve that is provided in the middle of a fluid passage that connects the master cylinder and the brake cylinder of the hydraulic brake device, and that shuts off the master cylinder from the brake cylinder. Two actuators include an engine that drives the vehicle, and the standby control unit includes at least the rotation of the engine at a set rotation speed or higher and the rotation of the vehicle at a set speed or higher. One of the noise countermeasure apparatuses according to any one of (1) to (10), including a normal travel standby control unit that operates the master cut valve as an operation in a state that satisfies the first setting condition Vehicle with.
Since various devices such as a power transmission device are interposed between the engine and the driving wheel driven by the engine, the engine speed and the vehicle traveling speed do not uniquely correspond. Is rotating in a state where the vehicle is traveling at a set speed or higher ”is synonymous with“ the vehicle is running at a set speed or higher ”. Since the vehicle itself cannot be said to be an operating device in the present invention, the above expression is used.
The engine operating noise increases as the rotational speed increases, and the engine rotational speed often increases as the traveling speed of the vehicle increases. Therefore, if the first setting condition is satisfied, the engine operating noise is loud, and even if the master cut valve is operated, the operating sound is mixed with the engine operating sound and is prevented from being heard by the occupant. During normal driving (including pause during driving), the first setting condition is often satisfied, and the master cut valve opens and closes without causing the passenger to feel uncomfortable even if braking is frequently performed. Thus, the electric control state of the brake cylinder pressure is set or the electric control state is released. The master cut valve may not be actuated immediately if necessary if the engine is in a condition that satisfies the first setting condition of the engine. However, when electrical control of the brake cylinder pressure is required, the master cut valve If the valve is already closed and is in an electric controllable state, the electric control of the brake cylinder pressure is performed without any trouble. On the other hand, when the master cut valve is not closed, it is possible to operate the brake by the hydraulic pressure generated in the pressurizing chamber of the master cylinder so as to function as a manual brake. However, in the case of electrical control, electrical control is immediately performed due to the fact that the brake cylinder hydraulic pressure is higher than in the case of functioning as a manual brake, or that there is a clear difference in the operational feeling of the brake operation member. When it is desirable to do so, the engine may be operated by the normal travel opportunity creation type control unit, and the master cut valve may be operated during the operation. In this case, the engine is normally stopped after a set time, but the master cut valve is kept closed until the engine needs to be operated later, and the hydraulic brake device is kept in an electrically controllable state. It will be drunk.
(12) The hydraulic brake device is a stroke simulator connected by a connection passage between the master cylinder and the master cut valve, a state in which the stroke simulator is communicated with the master cylinder, and a state in which the stroke is disconnected from the master cylinder And the simulator communication valve that can be switched to the normal travel standby control unit that rotates when the engine rotates at a set speed or more and causes the vehicle to run at a set speed or more. The vehicle with a noise countermeasure device according to item (11), including means for operating the simulator communication valve as an operation in a state where the first setting condition is satisfied at least one of the above.
When the master cylinder is disconnected from the brake cylinder by the master cut valve, the simulator communication valve is opened and communicated with the stroke simulator. In the stroke simulator, a hydraulic pressure corresponding to the operation amount of the brake operation member is generated, and a feeling of operation of the brake operation member is given to the driver. Therefore, when the hydraulic pressure generated in the master cylinder is supplied to the brake cylinder and the brake is operated, the stroke simulator is unnecessary, the simulator communication valve is closed, and the master cylinder is shut off from the brake cylinder. In a state where the brake cylinder pressure is electrically controlled, the simulator communication valve is opened and the master cylinder is communicated with the stroke simulator. An operating noise is also generated when the simulator communication valve opens and closes, but when the simulator communication valve is operated together with the master cut valve by operating in a state where the first setting condition is satisfied, the operation noise is generated by the engine operating noise. This avoids making the passenger feel uncomfortable. As described above, when the master cut valve is operated when the engine is operated by the normal travel opportunity creation control unit, the simulator communication valve is also operated.
(13) The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and the first actuator is in the middle of a fluid passage that connects the master cylinder and the brake cylinder of the hydraulic brake device. A master cut valve provided to shut off the master cylinder from the brake cylinder, the second actuator includes the vehicle drive motor, and the standby control unit rotates the vehicle drive motor at a set rotational speed or more. Normal running standby control that activates the master cut valve as an operation in a state satisfying the first setting condition, at least one of rotating the vehicle in a state where the vehicle travels at a set speed or higher A vehicle with a noise countermeasure device according to any one of items (1) to (10).
Since the vehicle drive motor, like the engine, includes various devices such as a power transmission device between the drive wheels, the rotational speed of the vehicle drive motor and the vehicle traveling speed do not uniquely correspond to each other. “The drive motor rotates in a state where the vehicle travels at a set speed or more” is synonymous with “the vehicle is running at a set speed or more”.
In general, the operating sound of a vehicle drive motor is louder as the rotational speed is larger, and the motor rotational speed is larger and the operational sound is louder as the vehicle traveling speed is larger. Therefore, if the first setting condition is satisfied, the operation sound of the vehicle drive motor is loud, and even if the master cut valve is operated, the operation sound is mixed with the motor operation sound and is prevented from being heard by the occupant. .
In an aspect in which this term is subordinate to (11) or (12), the master cut valve can be operated during operation in a state where the second setting condition of at least one of the engine and the vehicle drive motor is satisfied, It is possible to operate the master cut valve almost as needed without making the passenger feel uncomfortable because there are many opportunities for operation.
(14) The hydraulic brake device has a stroke simulator connected by a connection passage between the master cylinder and the master cut valve, a state in which the stroke simulator communicates with the master cylinder, and a state in which the stroke is disconnected from the master cylinder And a simulator communication valve that can be switched between, and the standby control unit for normal running is in a state where the vehicle drive motor rotates at a set speed or higher and the vehicle runs at a set speed or higher. The vehicle with a noise countermeasure device according to item (13), including means for operating the simulator communication valve, wherein at least one of rotation is an operation in a state satisfying the first setting condition.
In the vehicle of this section, the simulator communication valve is operated together with the master cut valve, and the operation sound of the simulator communication valve is mixed with the operation sound of the vehicle drive motor, so that the passenger feels uncomfortable.
(15) The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and the first operating device includes a pump that feeds the accumulator of the hydraulic brake device, and a pump motor that drives the pump. The second actuation device includes at least one of the engine and the vehicle drive motor, and the opportunity creating control unit drives the one of the engine and the vehicle drive motor. When the vehicle travels with low background noise, the other is operated in a state that generates a sound larger than the background noise, and the pump device is operated during the other operation (1) to (1). A vehicle with a noise countermeasure device according to any one of (14).
The second actuator may be an engine only, a vehicle drive motor only, or both. When one of the engine and the vehicle drive motor is the second actuator, the opportunity creation type control unit is running with low background noise due to the other drive of the engine and the vehicle drive motor. In this case, the above one is operated in a state in which a sound larger than the background noise is generated. Of course, the one side needs to have an operation region that generates a sound larger than the other side.
If both the engine and the vehicle drive motor are second actuators, the vehicle drive motor is greater than the background noise by the opportunity creation control when the engine is operated with relatively low background noise. When the vehicle drive motor is operated with a relatively low background noise, the engine is operated with a sound higher than the background noise.
The vehicle noise countermeasure device of this section can be a component of the initial check device of the pump device, or it can be a noise countermeasure device for normal driving, and the initial of the pump device can be made without making the passenger feel uncomfortable. A check can be performed, or the hydraulic pressure can be stored in the accumulator during travel. In the former case, the opportunity creation type control unit includes an opportunity creation type control unit for pump device initial check, and in the latter case, the opportunity creation type control unit for operating the pump device during brake operation or the opportunity creation for operating the pump device during normal driving Includes mold control.
In a hybrid vehicle, there are two drive sources, an engine and a vehicle drive motor, one of which may not be activated for its original function, such as driving the vehicle. It can be used as a noise countermeasure operation sound generator without affecting the state or the like, and the pump device can be operated when necessary without causing the occupant to feel uncomfortable. The pump device is preferably operated immediately when the pressure of the accumulator decreases, and is a first operating device controlled by the normal travel opportunity creation type control unit, so that the brake fluid can be applied at a pressure appropriate to the accumulator. Is stored.
(16) The vehicle with a noise countermeasure device according to (15), wherein at least one of the engines is the engine.
The engine operating noise is often larger than that of the vehicle drive motor, and is suitable as the second operating device.

  Hereinafter, embodiments of the claimable invention will be described in detail with reference to the drawings. In addition to the following examples, the claimable invention is implemented in various modes including various modifications and improvements based on the knowledge of those skilled in the art, including the mode described in the above [Mode of Invention]. can do.

  FIG. 1 schematically shows a vehicle as an embodiment of the claimable invention. This vehicle is a hybrid vehicle and includes a hybrid system 2. The hybrid system 2 includes an engine 10, a front transaxle 12, a rear transaxle 14, a starter generator 16, a battery pack 18, an inverter 20 with a converter, and a hybrid control computer 22 (see FIG. 3). The front transaxle 12 includes a front motor generator 26, a continuously variable transmission 28, a differential (not shown) and a power switching mechanism 30, and the rear transaxle 14 includes a rear motor generator 34, a reduction gear and a differential (not shown). Including. The battery pack 18 includes a battery 38 and a battery computer 40 (see FIG. 3).

  The vehicle is selectively driven by the engine 10, the front motor generator 26 and the rear motor generator 34. These motor generators 26 and 34 operate as a motor by the electric power supplied from the battery 38 via the inverter 20 with the converter, and are based on the function as a power source or drive source for rotating the drive wheel and the rotation of the engine 10. And a function as a generator for generating electric power and charging the battery 18. The power switching mechanism 30 performs switching of a power source for driving the vehicle, switching between a driving function and a power generation function of the front motor generator 26, and the like. The power switching mechanism 30 of the present embodiment can transmit only the driving force of the engine 10 to the continuously variable transmission 28, or can transmit only the driving force of the front motor generator 26, or both, Even if the engine 10 is rotated in a state where the driving force of the motor generator 26 is transmitted, the driving force of the engine 10 is not transmitted to the continuously variable transmission 28 and does not affect the rotation of the front motor generator 26. It is configured to be able to. Driving forces of the engine 10 and the front motor generator 26 are transmitted to the front differential by the continuously variable transmission 28 and distributed to the left front wheel 44 and the right front wheel 46. Further, the driving force of the rear motor generator 14 is distributed to the left rear wheel 48 and the right rear wheel 50 by a rear differential.

  The starter generator 16, the front motor generator 26, the power switching mechanism 30 and the rear motor generator 34 are controlled by the hybrid control computer 22, and the engine 10 and the continuously variable transmission 28 are controlled by the engine control computer 58 (see FIG. 3). The starter generator 16 and the like are controlled via a drive circuit (not shown). The drive circuit constitutes a control device together with the computer. Although not shown, the hybrid control computer 22 is connected to various sensors such as an accelerator position sensor and a shift position sensor, and is also connected to a battery computer 40, a brake control computer 62 of the hydraulic brake device 60, and the like. Then, various required values such as necessary engine output, motor torque, and transmission ratio of the continuously variable transmission 28 are calculated based on detection values of these sensors, etc., and output to the engine control computer 58, the brake control computer 62, etc. Control the driving force.

  In the hydraulic brake device 60, the brake in the manual mode in which the brake is operated based on the hydraulic pressure generated in the master cylinder by the operation of the driver and the brake cylinder pressure that is the hydraulic pressure of the brake cylinder of the brake are electrically generated. It is an apparatus in which braking by an electric control mode controlled automatically is performed. Therefore, as shown in FIG. 2, the hydraulic brake device 60 includes a brake pedal 72 as a brake operation member, a master cylinder 74 that generates hydraulic pressure based on the operation of the brake pedal 72, and the above-described operation based on the brake operation. A brake is provided on each of the front, rear, left and right wheels 44, 46, 48, 50, and a brake actuator 86 for controlling the brake cylinder pressure of each brake cylinder 78, 80, 82, 84 of the brakes.

  The master cylinder 74 includes two pressurizing chambers in this embodiment, one pressurizing chamber is connected to the brake cylinder 78 of the left front wheel 44 by a liquid passage 88, and the other pressurizing chamber is connected to the right front wheel by a liquid passage 90. 46 brake cylinders 80 are connected. Master cut valves 96 and 98 are provided in the middle of the liquid passages 88 and 90, respectively, and a stroke simulator 94 is connected between the master cylinder 74 and the master cut valve 96 by a connection passage 92. Is provided with a simulator communication valve 100. The master cut valves 96 and 98 are both electromagnetic open / close valves that are a type of control valve in the present embodiment, and are normally open electromagnetic open / close valves that are closed by supplying current to the solenoid. The master cylinder 74 is disconnected from the brake cylinders 78 and 80, and is opened by interrupting the current to cause the master cylinder 74 to communicate with the brake cylinders 78 and 80. In this embodiment, the simulator communication valve 100 is an electromagnetic on-off valve that is a kind of control valve, and is a normally-closed electromagnetic on-off valve. The stroke simulator 94 is disconnected from the master cylinder 74 by being connected to the master cylinder 74 and closed by interrupting the current. A reservoir 102 for storing brake fluid is also connected to the two pressurizing chambers of the master cylinder 74.

  As shown in FIG. 2, the brake actuator 86 includes a pump 110 that pumps brake fluid from the reservoir 102, an accumulator 112 that stores the brake fluid discharged from the pump 110 under pressure, and a discharge pressure of the pump 110 that is excessive. A power hydraulic pressure source 116 having a relief valve 114 for preventing this is included. The pump 110 is used for accumulator pressure accumulation, and is driven by a pump motor 118 serving as a driving source. The pump motor 118 is controlled by a computer described later, whereby the hydraulic pressure of the accumulator 112 is maintained in a certain range. These pump 110 and pump motor 118 constitute a pump device 122. The brake actuator 86 further includes pressure-increasing valves 130, 132, 134, and 136 that control inflow of brake fluid from the power hydraulic pressure source 116 to the brake cylinders 78 to 84, and brakes from the brake cylinders 78 to 84 to the reservoir 102. Pressure reducing valves 140, 142, 144, 146 for controlling the outflow of the liquid are included. In the present embodiment, the pressure increasing valves 130 to 136 and the pressure reducing valves 140 to 146 are linear hydraulic pressure control valves that linearly control the hydraulic pressure in accordance with the supply current.

  A hydraulic pressure sensor 150 is provided between the pump 110 and the pressure increasing valves 130 to 136 to detect the hydraulic pressure of the power hydraulic pressure source 116, and the hydraulic pressures of the brake cylinders 78 to 84 are detected by the brake cylinder pressure sensor 152, 154, 156 and 158 are detected. Further, master cylinder pressure sensors 160 and 162 are provided between each of the two pressurizing chambers of the master cylinder 74 and the master cut valves 96 and 98, respectively, so that the hydraulic pressures generated in the two pressurizing chambers respectively. Detected.

  Further, wheel speed sensors 170, 172, 174, and 176 are provided for the left and right and front and rear wheels 44 to 50, respectively, so that the wheel speeds of the wheels 44 to 50 are detected. Further, each of the master cut valves 96 and 98 and the simulator communication valve 100 is provided with operation detection devices 178, 180, and 182 (see FIG. 3) for detecting the operation thereof. In the present embodiment, each of these operation detection devices 178 to 182 includes a transmissive photoelectric sensor which is a kind of optical sensor, and the light emitting element and the light receiving element are provided in the valve housing to detect the movement of the solenoid plunger. The movement detection device detects the movement of the valve. As for the master cut valves 96 and 98 which are normally open valves, the photoelectric sensor is in a state in which a current is supplied to the solenoid, the plunger is moved, the valve element is seated on the valve seat and the master cut valves 96 and 98 are closed. An output signal is provided to change. Further, with respect to the simulator communication valve 100 which is a normally closed valve, the photoelectric sensor is supplied with current to the solenoid, the plunger is moved to a preset moving end position, and the valve element is separated from the valve seat so that the simulator communication valve 100 It is provided so that the output signal changes in a state in which 100 is opened.

  The hydraulic brake device 60 is controlled by a control device having the brake control computer 62 as a main component. The brake control computer 62 is input with detection signals and the like of the various sensors such as the hydraulic pressure sensor 150, and is connected to the hybrid control computer 22, and exchanges various command values, information, etc. by communication, The components of the hydraulic brake device 60 such as the master cut valves 96 and 98 are controlled via a drive circuit.

  Normally, when the driver performs a brake operation, the master cut valves 96 and 82 are closed, the master cylinder 74 is disconnected from the brake cylinders 78 to 84, and the brake cylinder pressure is electrically controlled. At the same time, the simulator communication valve 100 is opened, and the stroke simulator 94 is communicated with the master cylinder 74 to give the driver a feeling of operation. On the other hand, in the brake actuator 86, the brake control computer 62 uses the pressure increase valves 130 to 136 based on the amount of operation of the brake pedal 72 (at least one of operation stroke and operation force) by the driver, wheel speed, vehicle body speed, and the like. In addition, the control of the pressure reducing valves 140 to 146 is performed and the hydraulic pressure in each brake cylinder 78 to 84 is increased or decreased to brake the vehicle. At this time, the brake cylinder pressure is increased by supplying hydraulic pressure from the power hydraulic pressure source 116. Therefore, when the hydraulic pressure of the accumulator 112 decreases as the brake cylinder pressure increase control is performed and becomes lower than the set lower limit value, the pump device 122 is activated and pumps the brake fluid from the reservoir 102. Store in the accumulator 112 under pressure. If the accumulator pressure 112 becomes higher than the set upper limit value, the pump device 122 is stopped. The brake fluid discharged from the pump device 122 may be directly supplied to the brake cylinder to increase the brake cylinder pressure.

  Thus, when the hydraulic brake device 60 is operated, various operating sounds are generated. When the master cut valves 96 and 98 and the simulator communication valve 100 are opened and closed, the valve element is seated on the valve seat, and when the plunger stops at the moving end position separating the valve element from the valve seat, If a sound due to pressure pulsation associated with the operation of the pump device 122 is generated and the pump device 122 is operated, a rotation sound of the pump motor 118 and an operation sound of the pump 110 are generated. The valves 96 to 100 are operated to be switched from the open state to the closed state and from the closed state to the open state. With respect to the pump device 122, the pump motor 118 is rotated, and the pump 110 is supplied from the reservoir 102 to the brake fluid. The operation is to pump up and store in the accumulator 112 under pressure. When the initial check is performed after the ignition switch is switched from the OFF state to the ON state, the valves 96 to 100 are opened and closed and the pump device 122 is operated, so that an operating noise is generated. These operating sounds can make the passenger feel uncomfortable.

  Therefore, in this vehicle, a noise countermeasure control computer 190 is provided as shown in FIG. 3, and noise countermeasure control is performed for each operation of the master cut valves 96 and 98, the simulator communication valve 100, and the pump device 122. The noise countermeasure control computer 190 is connected to the hybrid control computer 22 so as to exchange commands, information, and the like by communication. Not only the information in the hybrid control computer 22 but also the engine via the hybrid control computer 22 is used. Information is also exchanged with the control computer 58 and the brake control computer 62. In the ROM of the noise countermeasure control computer 190, a main routine (not shown), an initial check noise countermeasure control routine, a normal travel valve noise countermeasure control routine, and a normal travel are shown in flowcharts in FIGS. 4, 6, and 7, respectively. A noise countermeasure control routine for the hour pump device is stored, and these routines are executed by the noise countermeasure control computer 190 to take noise countermeasures. The ROM of the brake control computer 62 stores a main routine (not shown), an initial check control routine, a brake control routine, a pump device control routine and the like shown in flowcharts in FIGS. 5, 8, and 9, respectively. The brake control, the pump device control and the initial check are performed under noise countermeasures. In each of the computers 22 and 62, the control routine is executed at set time intervals. In the brake control computer 62, the initial check control routine and the like are time-division controlled and executed in a preset order at regular time intervals. Hereinafter, noise countermeasures for the hydraulic brake device 60 will be described based on each routine.

  The noise check control routine for the initial check is executed when the ignition switch is turned on. In step 1 (hereinafter abbreviated as S1), it is determined whether or not the initial check end flag is set to ON. It is then determined whether the initial check has been completed. This initial check end flag is a flag provided in the noise countermeasure control computer 190, and is reset to OFF when the ignition switch is switched from the ON state to the OFF state, and is turned OFF when S1 is executed for the first time. Therefore, the determination result of S1 is NO, S2 is executed, and it is determined whether or not the opportunity creation initial check is being performed. This determination is made based on whether or not the opportunity creation initial check execution flag is set to ON. The opportunity creation initial check is activated to perform an initial check of the valves 96 to 100 and the pump device 122 even though the engine 10 does not need to be operated, and during the operation, the valves 96 to 100 and the pump device 122 are operated. This is an initial check for checking whether or not to operate normally. If the opportunity creation initial check has not been executed and the opportunity creation initial check execution flag has been reset to OFF, the determination result of S2 is NO and S3 is executed.

  In S3, it is determined whether or not the engine 10 is operated. The engine 10 is operated to drive the vehicle or to charge the battery 38. The determination in S3 is made based on information from the hybrid control computer 22, and if the starter generator 16 is operated and the engine 10 is activated, or if the engine 10 is in a rotating state, the engine 10 is in operation. It is determined that there is. If the engine 10 is not in operation, the determination result in S3 is NO, S4 is executed, and it is determined whether a standby initial check is being executed. This determination is made based on whether or not the standby initial check execution flag is set to ON. The standby initial check is an initial check performed by operating the valves 96 to 100 and the pump device 122 while waiting for the engine 10 to be operated without being operated despite the necessity of operating. The standby initial check execution flag is reset to OFF when the ignition switch is switched to the OFF state.

  If the standby initial check is not being executed, the determination result in S4 is NO and S5 is executed. After the start of this routine, it is determined whether or not the set time has elapsed since the determination result in S4 is NO for the first time. Is done. If the set time has not elapsed, the determination result in S5 is NO and S6 is executed, and it is determined whether or not the traveling speed of the vehicle is equal to or higher than the set speed. The traveling speed is calculated by the brake control computer 62 based on the detection values of the wheel speed sensors 170 to 176 and read from the brake control computer 62. If the vehicle traveling speed is smaller than the set speed, the determination result in S6 is NO and the execution of the routine ends. In this case, the initial check is not performed.

  If the engine 10 is necessary and the set time elapses before it is operated or the vehicle traveling speed exceeds the set speed, the determination result of S5 or S6 is YES and S7 is executed, and the engine for initial check is executed. The operation command is output to the hybrid control computer 22 and the engine control computer 58, and the engine 10 is operated. At this time, the power switching mechanism 30 is in a state where the driving force of the engine 10 is not transmitted to the continuously variable transmission 28. When S7 is executed, the engine 10 is not operated, and the vehicle is driven by the engine 10 because it is operated for noise countermeasures at the initial check even though it is not necessary to operate. There is no such thing. The battery 38 is not charged.

  Next, S8 is executed, and after the opportunity creation initial check execution flag is set to ON, S9 is executed and the initial check is permitted. In this embodiment, the initial check permission flag provided in the noise countermeasure control computer 190 is set to ON. Subsequently, S10 is executed to determine whether or not the initial check has been completed. The initial check of the master cut valves 96 and 98, the simulator communication valve 100 and the pump device 122 is performed by the brake control computer 62, and the determination in S10 is based on information from the brake control computer 62 obtained via the hybrid control computer 22. The initial check end flag provided in the brake control computer 62 is set to ON. If the initial check is not completed, the determination result in S10 is NO, and the execution of the routine is terminated. In this embodiment, the initial check permission flag is reset to OFF when the ignition switch is switched to the OFF state, is OFF in the initial state, the initial check is not permitted, and the initial check noise countermeasure control routine Allowed by execution. Therefore, even though the initial check is not permitted, the initial check is performed, and the operating sound does not make the passenger feel uncomfortable.

  In the brake control computer 62, an initial check control routine shown in FIG. 5 is executed to monitor whether or not the initial check is permitted. In this routine, first, in S21, it is determined whether or not the initial check is completed. This determination is made based on the data related to the initial check stored in the brake control computer 62, and is made, for example, based on whether or not the initial check end flag provided in the brake control computer 62 is set to ON. If the initial check end flag has been reset to OFF and the initial check has not ended, the determination result in S21 is NO and S22 is executed to determine whether the initial check is permitted. This determination is made based on information obtained from the noise countermeasure control computer 190 via the hybrid control computer 22 based on whether or not the initial check permission flag is set. If not, the determination result in S22 is NO. The routine execution ends.

  If the execution of the initial check is permitted and the initial check permission flag is set in the noise check control routine for the initial check, the determination result in S22 is YES, S23 is executed, the master cut valves 96 and 98, and the simulator communication valve 100 and the pump device 122 are initially checked. In this embodiment, an energization check and an operation check are performed as an initial check. The energization check is a check for detecting the disconnection of the current supply line, the presence or absence of a short circuit, and the like. Is called.

  The operation check is a check as to whether or not the valve 96 or the like is normally operated. For the valves 96 to 100, whether or not they are normally opened and closed is determined by the detection signals of the operation detection devices 178 to 182. Based on. The master cut valves 96 and 98 are normally open valves, and a current is supplied to the solenoid, and even if a set time has elapsed after the supply is started, the valve valve of the plunger is seated on the valve seat by the operation detection devices 178 and 180. If a signal for detecting the movement to the closed position is not obtained, it can be seen that the master cut valves 96 and 98 are not closed, and some abnormality such as the plunger sticking occurs. Even if the current supply to the solenoid is cut off, it is also abnormal when the movement detection signal to the closed position of the plunger is issued.

  The simulator communication valve 100 is a normally closed valve, and even when a set time has elapsed after the current supply to the solenoid is started, the operation detecting device 182 detects the movement of the plunger to the open position that separates the valve element from the valve seat. If no signal is obtained, it is understood that the simulator communication valve 100 has not been opened, and some abnormality such as sticking of the valve has occurred. Even if the current supply to the solenoid is cut off, it is also abnormal when the movement detection signal to the open position of the plunger is issued. The operation of the pump device 122 is to rotate, and the pump device 118 is activated by supplying current to the pump motor 118 to drive the pump 110. If the hydraulic pressure of the power hydraulic pressure source 116 detected by the hydraulic pressure sensor 150 increases, the pump device 122 is normal, and if it does not increase, it is understood that it is abnormal. The abnormality is notified by the notification device. These initial checks are performed in a state where the initial checks are permitted, and are performed while the engine 10 is operating. The engine 10 is a natural operating device that operates in a vehicle. Even if the operating sound is heard, the passenger does not feel discomfort. The opening / closing sound of the valves 96 to 100 and the operating sound of the pump device 122 are The initial check is performed without any sense of incongruity or distrust due to the operating sound being hardly heard by the passengers. When the initial check ends, an initial check end flag provided in the brake control computer 62 is set to ON. The initial check end flag is turned OFF when the ignition switch is switched to the OFF state.

  The execution timing of each initial check of the valves 96 to 100 and the pump device 122 is shown in the time chart of FIG. After the ignition switch is switched to the ON state, the hydraulic brake device 60 is started up to enable electric control of the brake cylinder pressure, and the hybrid system 2 is started up to selectively drive the vehicle by the engine 10 and the motor generators 26 and 34. When the vehicle travel speed becomes equal to or higher than the set speed (represented by ON in the figure) or the engine 10 is activated (represented by ON in the figure), the background noise of the vehicle The valves 96 to 100 and the pump device 122 are operated in a state where the level is large, and the initial check is performed without causing the occupant to feel uncomfortable due to the operation sounds. The background noise is noise generated in the vehicle and is a sound that is the background of the operating sound of the operating device for which the initial check is performed, and here is the engine operating sound. In FIG. 10, an example in which the engine 10 is operated before the set time elapses and before the vehicle traveling speed becomes equal to or higher than the set speed is indicated by a solid line, but for example, as indicated by a two-dot chain line In addition, the vehicle traveling speed is the fastest when it exceeds the set speed, and the initial check may be performed.

  In the noise check control routine for initial check, since the opportunity creation initial check execution flag is turned ON, the next time S2 is executed, the determination result is YES and S10 is executed. Until the initial check is completed, S1, S2 and S10 are repeatedly executed, and S3 is not executed. Therefore, in S3, it is determined whether or not the engine 10 is necessary and operated, not for the initial check. When the initial check is completed, the determination result in S10 is YES, S11 is executed, and the engine stop permission is output to the hybrid control computer 22 and the engine control computer 58. In these computers 22 and 58, if the engine 10 is necessary and is not operated (hereinafter referred to as “necessary operation state”), the engine 10 is stopped based on permission to stop the engine, and the power switching mechanism 30 is operated. It is in a state corresponding to the current state of the vehicle. In S12, the initial check end flag provided in the noise countermeasure control computer 190 is set to ON, and the execution of the routine ends. Therefore, after that, when S1 is executed, the determination result is YES, and the steps after S2 are not performed. The initial check is performed only once after the ignition switch is turned on.

  After the ignition switch is switched to the ON state, if the engine 10 is necessary and operated before the set time elapses without the engine 10 being operated, or before the vehicle traveling speed exceeds the set speed, The determination result in S3 is YES, S13 is executed in the same manner as S4, and it is determined whether the standby initial check is being executed. If the standby initial check is not being executed, the determination result in S13 is NO, S14 is executed in the same manner as S9, and the execution of the initial check is permitted. Next, after the standby initial check execution flag is set to ON in S15, it is determined in S16 whether or not the initial check has been completed as in S10. When the initial check is permitted in S14, the brake control computer 62 executes the initial check and waits for its end. In this case, the engine 10 is in a necessary operating state, and the operating sound generated by the initial check is mixed with the operating sound, thereby preventing the passenger from feeling uncomfortable. As long as the engine 10 is operated during the initial check, the determination result of S3 and S13 is YES and S16 is executed. If the initial check is completed, the determination result in S16 is YES and S12 is executed. In this case, since the engine 10 is in the necessary operating state, it is not necessary to output the engine stop permission, and only the initial check end flag is set.

  If it is not necessary to operate the engine 10 while the standby initial check is being performed and the engine 10 is stopped, the determination result of S3 is NO and S4 is executed, but the standby initial check execution flag is set. Therefore, the determination result in S4 is YES, S17 is executed, and an initial check engine operation command is output. As a result, the engine 10 that is no longer required to operate can be operated for the initial check. Next, S18 is executed, the standby initial check execution flag is reset to OFF, and the opportunity creation initial check execution flag is set to ON. The initial check was started after waiting for the engine 10 to be in the necessary operating state, but it was changed to an opportunity creation initial check on the way, and S2 is executed next by setting the opportunity creation initial check execution flag. When the result is YES, S10 is executed and the end of the initial check is awaited.

  During the opportunity creation initial check, the engine 10 may be in a necessary operating state. In that case, the engine 10 is operated, and the operation sound of the initial check is lost and the passenger does not feel uncomfortable. Therefore, the opportunity creation initial check is continued as it is.

  When the brake pedal 72 is depressed, the pump device 122 is actually activated, and the master cut valves 96 and 98 are closed and the simulator communication valve 100 is opened while the hydraulic pressure in the accumulator 112 is increased to some extent. Thus, the brake is operated based on the hydraulic pressure of the power hydraulic pressure source 116, but here, for the sake of simplicity of explanation, even if the brake pedal 72 is depressed during the execution of the initial check. The initial check is continued, and after that, the brake control based on the hydraulic pressure of the power hydraulic pressure source 116 is performed. If the brake pedal 72 is depressed before the ignition switch is switched to the ON state, the initial check is first performed by switching the ignition switch to the ON state. An initial check may be performed after the brake pedal 72 is released. Further, in the present embodiment, the noise countermeasure control at the time of valve operation during normal driving and the noise countermeasure control at the time of operation of the pump device described below are performed until the initial check is completed in order to simplify the explanation. Suppose there is nothing. Further, in the vehicle according to the present embodiment, the motor generators 26 and 34 are operated as generators during braking, and regenerative braking is performed to collect travel energy. At that time, the engine 10 is not operated or engine braking is performed. However, for the sake of simplification, the explanation about regenerative braking and the relation to the noise countermeasure control are omitted here.

  The operating sounds of the master cut valves 96 and 98, the simulator communication valve 100, and the pump device 122 may cause the occupant to feel uncomfortable not only during the initial check but also during normal travel. Therefore, during normal travel, the noise countermeasure control computer 190 executes the noise countermeasure control routine shown in FIGS.

Based on the flowchart shown in FIG. 6, the normal noise control for the valve during traveling will be described.
In this embodiment, the normal travel valve noise countermeasure control routine is such that the engine speed is equal to or higher than the set speed, the motor speed of the front motor generator 26 is equal to or higher than the set speed, and the vehicle travel speed is The operation of the valves 96 to 100 is permitted when at least one condition of being equal to or higher than the set speed is satisfied. As with the engine 10, the front motor generator 26 operates in a hybrid vehicle and is a natural device that emits an operation sound. The operation sound does not make the passenger feel uncomfortable. This is because the greater the amount, the greater the operating noise, and the operating noise of the valves 96-100 can be drowned. In addition, a traveling sound is generated as the vehicle travels. This traveling sound does not cause the occupant to feel uncomfortable, and the traveling sound increases as the traveling speed increases. If the traveling speed is equal to or higher than the set speed, it can be said that the engine 10 and the front motor generator 26 are rotating in a state in which the vehicle travels at the set speed or higher.

  Therefore, in S31, S32, and S33, it is determined whether or not the engine speed is equal to or higher than the set speed, whether or not the motor speed is equal to or higher than the set speed, and the vehicle travel speed is set to the set speed. It is determined whether or not this is the case. The engine speed and the motor speed (here, the speed of the front motor generator 26) are obtained from the hybrid control computer 22, and the vehicle traveling speed is obtained from the brake control computer 62. The hybrid control computer 22 sets the driving force of the engine 10 and the motor generators 26 and 34 so that the vehicle can be driven according to the driver's accelerator operation amount, and the engine speed and motor speed are obtained. It is done.

  If the engine speed and the motor speed are both lower than the set speed and the vehicle traveling speed is lower than the set speed, the determination results of S31, S32, and S33 are all NO and S34 is executed, and the master cut is performed. Each operation of the valves 96 and 98 and the simulator communication valve 100 is prohibited. In this embodiment, the operation prohibition is stored by resetting the valve operation permission / prohibition setting flag to OFF. The valve operation permission / prohibition setting flag is turned OFF when the ignition switch is switched to the OFF state, and is OFF in the initial state. The valve operation permission / prohibition setting flag may be provided in the brake control computer 62 and set or reset based on an operation permission / prohibition setting signal from the noise countermeasure control computer 190. The same applies to a pump device operation permission / prohibition setting flag which will be described later.

  If at least one of the conditions that the engine speed is equal to or higher than the set speed, the motor speed is equal to or higher than the set speed, and the vehicle traveling speed is equal to or higher than the set speed, one of S31 to S33 is satisfied. The determination result is YES, S35 is executed, and the operation of the master cut valves 96 and 98 and the simulator communication valve 100 is permitted. Here, the operation permission is stored by setting the valve operation permission / prohibition setting flag to ON.

  The noise countermeasure control for the pump device during normal traveling will be described based on the flowchart shown in FIG. As described above, the pump device 122 is operated and stopped according to the level of the accumulator pressure, but since a sound is generated during the operation, in this embodiment, the pump device 122 is operated while the engine 10 is operating. The device 122 is activated so that its operating sound is not heard by the occupant. In this embodiment, if the engine 10 is necessary and operated when the pump device 122 needs to be operated, the pump device 122 is operated in parallel with the operation, and the engine 10 is operated. If not, the pump device 122 is operated during the operation, and the engine 10 can be stopped after the operation of the pump device 122 is completed. With respect to the pump device 122, an opportunity for the operation of the pump device 122 is created under countermeasures against noise, and when the operation is necessary, the pump device 122 can be operated as much as necessary.

  In S51 of the noise countermeasure control routine for the pump device during normal traveling, it is determined whether or not the accumulator pressure is smaller than the lower limit value. The accumulator pressure is detected by the hydraulic pressure sensor 150 and obtained from the brake control computer 62 via the hybrid control computer 22. If the accumulator pressure is smaller than the lower limit value, the determination result in S51 is YES, S52 is executed, and it is determined whether or not the engine 10 is in the necessary operating state. This determination is made based on information from the hybrid control computer 22, and if the engine 10 is operated for necessity, such as driving a vehicle, the determination result in S52 is YES, and S53 is bypassed. S54 is executed and the operation of the pump device 122 is permitted. In this embodiment, the pump device operation permission / prohibition setting flag is set to ON, and it is stored that the operation of the pump device 122 is permitted.

  If the accumulator pressure is lower than the lower limit value and the engine 10 is not in the required operating state, the determination result in S52 is NO and S53 is executed, which is an operation command for the engine 10 that does not drive the vehicle, and the pump device 122 A command for operating the engine 10 is output to the hybrid control computer 22 and the engine control computer 58. As a result, the engine 10 is operated, and the power switching mechanism 30 is prevented from transmitting the driving force of the engine 10 to the continuously variable transmission 28. Then, S54 is executed.

  If the accumulator pressure rises and exceeds the lower limit value, the determination result in S51 is NO and S55 is executed to determine whether the accumulator pressure is greater than the upper limit value. If the accumulator pressure is equal to or lower than the upper limit value, the determination result in S55 is NO, S58 is executed, and it is determined whether or not the operation of the pump device 122 is permitted. It is determined whether or not the pump device operation permission / prohibition setting flag is set. If the operation of the pump device 122 is permitted, the determination result in S58 is YES, and the steps after S52 are executed. In the state where the accumulator pressure is smaller than the lower limit value and the operation of the pump device 122 is permitted and the accumulator pressure becomes equal to or higher than the lower limit value due to the operation, the steps after S52 are executed. When the pump device 122 is started to operate, the engine 10 is in a necessary operating state. However, if the operation is not required before the accumulator pressure exceeds the upper limit value, the determination result of S52 is NO and S53 is The engine 10 is operated while the pump device 122 is operating. The engine 10 is not in a necessary operating state when the pump device 122 starts operating, and the engine 10 is started for the pump device 122. However, before the accumulator pressure exceeds the upper limit value, When the operation of 10 becomes necessary, the engine 10 is operated according to the necessity, and the determination result of S52 becomes YES. In this case, the engine 10 is operated, and it is not necessary to execute S53 and output an engine operation command, and S53 is bypassed. In any case, the engine 10 is in an operating state until the accumulator pressure exceeds the upper limit value. Note that S54 may be performed only in a state where the operation of the pump device 122 is not permitted. Before the execution of S54, a step of determining whether or not the operation of the pump device 122 is permitted is provided.

  If the accumulator pressure exceeds the upper limit, the determination result in S55 is YES, S56 is executed, and engine stop permission is output to the hybrid control computer 22 and the engine control computer 58. Thereby, if the engine 10 is not in the necessary operating state, it is stopped, and if it is in the necessary operating state, the operation is continued as it is. Next, S57 is executed, and the operation of the pump device 122 is prohibited. In this embodiment, the pump device operation permission / prohibition setting flag is reset to OFF and the pump motor operation prohibition is stored. As a result, the pump device 122 is not started until the next operation permission is output. However, when the accumulator pressure decreases, the engine operating state is immediately created, or is started in the operating state of the engine 10, and the accumulated pressure is increased. Done. S56 and S57 may be performed only when the operation of the pump device 122 is permitted. After the determination result of S55 becomes YES, a step of determining whether or not the operation of the pump device 122 is permitted is provided before the execution of S56. When the normal travel pump device noise countermeasure control routine is executed in a state where the accumulator pressure is equal to or higher than the lower limit value and smaller than the upper limit value and the pump device 122 is not operated, the processing of S51 and S55 is performed. Each determination result is NO and S58 is executed. In this case, the pump device operation permission / prohibition setting flag is reset to OFF, and the determination result of S58 is NO and the routine is executed. finish.

  The brake control computer 62 operates the valves 96 to 100 and the pump device 122 based on the permission or prohibition of the operation of the master cut valves 96 and 98, the simulator communication valve 100, and the pump device 122 when the vehicle is set as described above. . The operation of the valves 96 to 100 is controlled based on a brake control routine shown in FIG. In S71 of the brake control routine, it is determined whether or not the brake pedal 72 has been depressed. If the brake pedal 72 is not depressed, the determination result in S71 is NO, S75 is executed, the master cut valves 96, 98 are closed, and it is determined whether the simulator communication valve 100 is open. . When the depression of the brake pedal 72 is released, it is determined whether or not the brake cylinder pressure has been electrically controlled. The determination in S75 may be performed based on detection signals from the operation detection devices 178 to 180, or may be performed based on the content of a control command that controls opening and closing of the valves 96 to 100. If braking is performed manually and the master cut valves 96 and 98 are opened and the simulator communication valve 100 is closed, the determination result in S75 is NO and the execution of the routine is terminated.

  If the brake pedal 72 is depressed, the determination result in S71 is YES, S72 is executed, and it is determined whether or not the operation of the master cut valves 96 and 98 and the simulator communication valve 100 is permitted. This determination is made based on whether or not the valve action permission / prohibition setting flag is set in the noise countermeasure control computer 190. If permitted, the determination result in S72 is YES and S74 is executed, and the brake control is performed. Is done. This brake control includes control of brake cylinder pressure by controlling supply current to the pressure increasing valves 130 to 136 and pressure reducing valves 140 to 146, closing the master cut valves 96 and 98, and opening the simulator communication valve 100. The master cut valves 96 and 98 are closed, the simulator communication valve 100 is opened, the brake cylinder pressure is electrically controlled based on the hydraulic pressure of the power hydraulic pressure source 116, and the stroke simulator 94 is operated. A feeling of operation is given to the person. The operation of the valves 96 to 100 is permitted, and the opening / closing sound thereof is confused by the operation sound of the engine 10 and the like, and it is avoided that the passenger feels uncomfortable.

  If the valve operation is prohibited while the brake pedal 72 is depressed and rotation of the wheel is suppressed, the determination result in S71 is YES, the determination result in S72 is NO, S73 is executed, and the master cut valve 96 is executed. 98 is closed, and it is determined whether or not the simulator communication valve 100 is open. If the master cut valves 96 and 98 are closed and the simulator communication valve 100 is opened, the determination result in S73 is YES and S74 is executed. This is because even if the valve operation is prohibited, the valve is already operated and brake control can be performed. If the brake pedal 72 is depressed in a state where the valve operation is prohibited, S73 is executed. In this case, since the master cut valves 96 and 98 are opened and the simulator communication valve 100 is closed, The determination result in S73 is NO, the execution of the routine is terminated, and the electric control of the brake cylinder pressure is not performed. At this time, manual braking based on depression of the brake pedal 72 by the driver is performed.

  After the brake pedal 72 is depressed and electric control of the brake cylinder pressure is started, if the depression of the brake pedal 72 is released, the determination result in S71 is NO and S75 is executed. In this case, since the master cut valves 96 and 98 are closed and the simulator communication valve 100 is opened, the determination result in S75 is YES, S76 is executed, and whether or not the operation of the valves 96 to 100 is permitted. Is determined. If the operation is permitted, S77 is executed, and brake control end processing is performed including processing for returning the valves 96 to 100 to the normal state in which the solenoid is demagnetized. The master cut valves 96 and 98 are opened, the simulator communication valve 100 is closed, the pressure increasing valves 130 to 136 are closed, the normally closed pressure reducing valves 140 and 142 are closed, and the normally open pressure reducing valves 144 and 146 are opened. It is.

  If the valve operation is prohibited, the determination result in S76 is NO and S78 is executed. In S78, the brake control end process is performed, but since the valve operation is prohibited, the process of returning the master cut valves 96 and 98 and the simulator communication valve 100 to the normal state is not performed. The master cut valves 96 and 98 are kept closed, and the simulator communication valve 100 is kept open, so that an operating sound is not generated by the opening and closing, and the passenger does not feel uncomfortable. When the brake pedal 72 is depressed in this state, S74 is executed when the determination result in S73 is YES, whether or not valve operation is permitted. In S78, since the master cut valves 96, 98 are not opened and are kept closed, the brake fluid in the brake cylinders 78, 80 of the left and right front wheels 44, 46 is returned to the reservoir 102 through the pressure reducing valves 140, 142. It is. The pressure reducing valves 140 and 142 are normally closed linear hydraulic pressure control valves, and are supplied with current until the brake cylinder pressure becomes zero, and are kept open.

  In the brake control computer 62, the pump device control routine shown in FIG. 9 is executed, and the pump device 122 is operated. First, in S91, it is determined whether or not the operation of the pump device 122 is permitted. This determination is made based on whether or not the pump device operation permission / prohibition setting flag is ON. If the operation of the pump device 122 is not permitted, the determination result in S91 is NO and the execution of the routine ends.

  If the operation of the pump device 122 is permitted, the determination result in S91 is YES, S92 is executed, and it is determined whether or not the pump device 122 is actually operated. This determination is made based on whether or not the pump device operation flag is set to ON. If not, the determination result in S92 is NO and S93 is executed, and whether or not the accumulator pressure is smaller than the lower limit value. Is determined. If it is smaller than the lower limit, the determination result in S93 is YES, S94 is executed, the pump device 122 is operated, and the pump device operation flag is set to ON in S95. Therefore, when S92 is executed next, the determination result is YES, S96 is executed, and it is determined whether or not the accumulator pressure is larger than the upper limit value. Although the accumulator pressure increases due to the operation of the pump device 122, if the upper limit value has not yet been reached, the determination result in S96 is NO and the execution of the routine ends.

  If the accumulator pressure becomes higher than the upper limit value, the determination result in S96 is YES, S97 is executed, and the pump device 122 is stopped. In S98, the pump device operation flag is reset to OFF. As described above in the routine for noise control for the pump device during normal travel, if the accumulator pressure is lower than the lower limit value and the pump device 122 must be operated, the engine 10 is necessary for that, or measures noise. Therefore, the operation of the pump device 122 is permitted, and the operation is continuously permitted until the accumulator pressure exceeds the upper limit value. Therefore, the operation of the pump device 122 is prohibited during the operation. No, the operating sound of the pump device 122 is confused by the operating sound of the engine 10, and the accumulator pressure is increased without causing the occupant to feel uncomfortable. The operating noise of the engine 10 is louder than the operating noise of the Freon motor generator 26, and the engine 10 is operated even when the vehicle is driven by motor drive and the background noise is lower than when driven by the engine drive. As a result, a background noise larger than that caused by the operation of the front motor generator 26 is generated, and the operating sound of the pump motor 118 and the pump 110 is not heard by the occupant.

As is apparent from the above description, in the present embodiment, the part for executing S3 and S14 of the noise countermeasure control computer 190 and the part for executing S22 and S23 of the brake control computer 62 are the initial check standby type control part. The first setting condition is that the first operating device includes the master cut valves 96 and 98 and the simulator communication valve 100, the second operating device includes the engine 10, and the engine 10 is operated.
In addition, the part that executes S5 to S7, S9 of the noise countermeasure control computer 190 and the part that executes S22, S23 of the brake control computer 62 constitute an opportunity creation type control unit for initial check, and the first actuator is the master cut. The second setting condition is that the valves 96 and 98, the simulator communication valve 100, and the pump device 122 are included, the second operating device includes the engine 10, and the engine 10 is operated.
Furthermore, the part for executing S31 to S33 and S35 of the noise countermeasure control computer 190 and the part for executing S72 and S74 of the brake control computer 62 include a normal running standby type control unit (means for operating the simulator communication valve 100). The first operating device includes master cut valves 96 and 98 and the simulator communication valve 100, the second operating device includes the engine 10 and the front motor generator 26, and the engine 10 and the front motor generator 26 are respectively set. The first setting condition is to rotate at a rotational speed or higher, or to rotate in a state where the vehicle travels at a set speed or higher.
In addition, the part that executes S53 and S54 of the noise countermeasure control computer 190 and the part that executes S91 and S94 of the brake control computer 62 constitute an ordinary travel opportunity creation type control unit, and the first actuator is the pump device 122. The second setting condition is that the second operating device includes the engine 10 and the engine 10 is operated.
Furthermore, in this embodiment, the noise countermeasure device includes the initial check standby control unit, the initial check opportunity creation control unit, the normal travel standby control unit, and the normal travel opportunity creation control unit. The initial check device includes a noise countermeasure device having an initial check unit including a portion for executing S23 of the brake control computer 62.
Further, the vehicle includes a vehicle speed detection unit including a vehicle speed calculation unit of the wheel speed sensors 170 to 176 and the brake control computer 62, an engine rotation speed acquisition unit, and a motor rotation speed acquisition unit. It can also be considered that the drive circuit constitutes the control unit in cooperation with the computer.

  In the above embodiment, whether or not the master cut valves 96, 98, etc. are normally operated is checked only once after the ignition switch is turned on. It may be performed. In this case, the second and subsequent operation checks can be performed in the same manner as the first operation check. However, this operation check is an abnormality diagnosis, and the vehicle has an abnormality diagnosis device equipped with a noise countermeasure device.

  Further, the pump motor 118 may be controlled by a computer based on the signal of the pressure switch so that the hydraulic pressure of the accumulator 112 is maintained within a certain range. The pressure switch emits a signal when the hydraulic pressure of the accumulator 112 is lower than the lower limit value and when the hydraulic pressure exceeds the upper limit value, and is input to the computer.

  Furthermore, a hydraulic control valve that electrically controls the brake cylinder pressure of the hydraulic brake device can also be used as the first operating device of the vehicle noise countermeasure device according to the claimable invention. It can be the first actuating device controlled by the standby control unit or the first actuating device of the opportunity creation type control unit so that the operating sound does not make the occupant feel uncomfortable during the initial check. It is also possible to prevent the operating sound from causing the occupant to feel uncomfortable during normal driving. When the brake cylinder pressure is controlled electrically, as the hydraulic pressure control valve, for example, a linear hydraulic pressure control valve for pressure increase, a linear hydraulic pressure control valve for pressure reduction, or an electromagnetic direction switching valve is provided, Alternatively, an electromagnetic on-off valve for pressure increase and an electromagnetic on-off valve for pressure reduction are provided. The linear hydraulic pressure control valve often has a lower operating noise than the electromagnetic on-off valve.

  Moreover, the opportunity creation type control unit for the initial check operates the engine without setting the third setting condition (even if the third setting condition is not satisfied), and performs an initial check on at least one of the pump device and the control valve. It can also be a controller that is activated for the purpose. In this case, the noise countermeasure control at the opportunity creation type initial check is, for example, S1, S2, S3, S14, S16 of the noise countermeasure control routine for initial check shown in FIG. 4 (if the determination result of S3 is YES, S14 , S16), and S7 to S12 (if the determination result in S3 is NO, S7 to S12 are executed). The initial check standby type control unit waits for the engine operation without combining with the initial check opportunity creation type control unit that operates the engine or the like when the third setting condition is satisfied during standby. At least one of the control valve and the control valve can be a control unit that operates for the initial check. In this case, the noise countermeasure control at the time of the standby type initial check can be performed, for example, by executing a routine including S1 to S4 and S10 to S18 of the noise countermeasure control routine for initial check shown in FIG. In this case, if the determination result in S4 is NO, the execution of the routine ends. Also, once the initial check is started, if the operation of the engine stops, the engine is operated for the initial check (S4, S17, S18). It can also be considered as opportunity creation, and can be considered as part of the control of the standby control unit, which is a process for continuing the initial check once started.

  Further, the noise countermeasure control may be performed by a control computer provided in the vehicle for purposes other than the noise countermeasure control, such as a hybrid control computer or a brake control computer. In this case, the noise countermeasure control may be shared by a plurality of computers or may be performed by one.

  Further, the first operating device may be an operating device other than the components of the hydraulic brake device such as a master cut valve, and the second operating device may be an operating device other than the components of the hybrid system such as the engine. For example, when the rearview mirror is electrically retractable and is automatically moved to the storage position and the use position by driving the drive device and opened and closed, an operating sound is generated when the door is opened and closed. Therefore, for example, the electric retractable rearview mirror device may be used as the second operating device and may be operated at the initial check of the master cut valve or the like, or may be used as the first operating device and the second operating device (for example, the engine) is operated. Sometimes it may be activated. The electrically retractable rearview mirror device can be the first operating device of either the standby control unit or the opportunity creation control unit, and can also be the second operating device.

Further, the claimable invention can be applied to vehicles other than hybrid vehicles, for example, engine vehicles using only an engine as a drive source and electric motor vehicles using only an electric motor as a drive source.

It is a figure which shows schematically the hybrid vehicle with a noise countermeasure apparatus which is an Example of claimable invention. It is a circuit diagram which shows the hydraulic brake apparatus of the said hybrid vehicle. It is a block diagram which shows the relationship among the brake control computer of the said hydraulic brake device, the noise countermeasure control computer of the said noise countermeasure device, the hybrid control computer of the hybrid system of the said hybrid vehicle, etc. It is a flowchart which shows the noise countermeasure control routine for initial checks memorize | stored in ROM of the said noise countermeasure control computer. It is a flowchart which shows the initial check control routine memorize | stored in ROM of the said brake control computer. It is a flowchart which shows the noise countermeasure control routine for normal driving valves stored in the ROM of the noise countermeasure control computer. It is a flowchart which shows the noise countermeasure control routine for pump apparatuses at the time of normal driving memorize | stored in ROM of the said noise countermeasure control computer. It is a flowchart which shows the brake control routine memorize | stored in ROM of the said brake control computer. It is a flowchart which shows the pump apparatus control routine memorize | stored in ROM of the said brake control computer. It is a time chart explaining the initial cut execution timing of the master cut valve of the said hydraulic brake device, a simulator communication valve, and a pump apparatus.

Explanation of symbols

  10: Engine 26: Front motor generator 74: Master cylinder 78, 80, 82, 84: Brake cylinder 94: Stroke simulator 96, 98: Master cut valve 100: Simulator communication valve 110: Pump 112: Accumulator 118: Pump motor 190: Noise suppression control computer

Claims (7)

  A vehicle having a first actuator and a second actuator, each of which emits a sound when activated, (a) not activated despite the need to activate the first actuator; A standby-type control unit that waits for an operation in a state satisfying the first setting condition of the second actuator, and (b) the second actuator does not need to be operated in a condition that satisfies the second setting condition. A noise countermeasure device comprising: a noise countermeasure device that operates in a state satisfying the second setting condition and has at least one of an opportunity creation type control unit that activates the first actuator during the operation. Vehicle with.   The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and an initial check device that checks whether or not the first operating device operates normally at the beginning of operation of the vehicle. The second operating device includes at least the engine, the noise countermeasure device is a component of the initial check device, and the first operating device is a hydraulic brake device pump for accumulator animal pressure and its At least one of a pump device including a pump motor that drives the pump and a control valve that controls the flow of hydraulic fluid, and the standby control unit performs an operation in a state that satisfies the first setting condition of the engine. Waiting type for initial check to wait and actuate at least one of said pump device and said control valve for initial check Noise control device with a vehicle according to claim 1 is intended to include control unit.   The opportunity creation type control unit operates the engine in a state where the second setting condition is satisfied, and at least one of the pump device and the control valve is operated for an initial check during the operation of the engine. The vehicle with a noise countermeasure device according to claim 1, comprising an opportunity creation type control unit.   The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and an initial check device that checks whether or not the first operating device operates normally at the beginning of operation of the vehicle. The second operating device includes at least the engine, the noise countermeasure device is a component of the initial check device, and the first operating device is a hydraulic brake device pump for accumulator animal pressure and its At least one of a pump device including a pump motor that drives the pump and a control valve that controls the flow of hydraulic fluid, and the standby control unit performs an operation in a state that satisfies the first setting condition of the engine. Waiting type for initial check to wait and actuate at least one of said pump device and said control valve for initial check And the opportunity creation type control unit operates the engine in a state satisfying the second setting condition when the third setting condition is satisfied during standby by the standby type control unit for initial check. The vehicle with a noise countermeasure device according to claim 1, further comprising an initial check opportunity creation control unit that operates at least one of the pump device and the control valve for an initial check during operation of the engine.   The first operating device includes a master cut valve that is provided in the middle of a fluid passage that connects a master cylinder and a brake cylinder of a hydraulic brake device, and that shuts off the master cylinder from the brake cylinder, and the second operating device. Includes an engine that drives the vehicle, and the standby control unit rotates at least one of the engine rotating at a set speed or higher and the vehicle rotating at a set speed or higher, The vehicle with a noise countermeasure device according to any one of claims 1 to 4, further comprising a standby control unit for normal travel that operates the master cut valve as an operation in a state satisfying the first setting condition.   The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and the first operating device is provided in the middle of a fluid passage that connects the master cylinder and the brake cylinder of the hydraulic brake device. A master cut valve that shuts off the master cylinder from the brake cylinder, the second actuator includes the vehicle drive motor, and the standby control unit rotates the vehicle drive motor at a set rotational speed or higher. Including a standby-type control unit for normal driving that operates the master cut valve as an operation in a state in which the vehicle satisfies the first setting condition, at least one of rotating the vehicle in a state of traveling at a set speed or higher A vehicle with a noise countermeasure device according to any one of claims 1 to 4.   The vehicle is a hybrid vehicle that is selectively driven by an engine and a vehicle drive motor, and the first operating device includes a pump that feeds pressure to an accumulator of a hydraulic brake device and a pump motor that drives the pump. And the second actuating device includes at least one of the engine and the vehicle drive motor, and the opportunity creation type control unit is configured to cause background noise when the vehicle is driven by one of the engine and the vehicle drive motor. When the vehicle is traveling in a small state, the other is operated in a state of generating a sound larger than the background noise, and the pump device is operated during the other operation. Vehicle with noise suppression device described in 1.

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