JP2007278078A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress traveling noise at a time when it greatly affects surrounding area. <P>SOLUTION: A control device for a vehicle executes a problem including: a step (S100) setting a target change gear ratio; a step (S102) detecting a noise level N and indicating the noise level N; a step (S108) detecting a current time T and a current position P; a step (S116) giving an alarm for notifying a driver of a fact that the traveling noise is greatly affecting neighbors, when the current time T is included in a late-evening time (YES in S110), when the current position P is in densely-populated area (YES in S112), and when the noise level N is larger than a tolerance (YES in S114); a step (S122) increasing an operation reaction force of an accelerator pedal; and a step (S128) changing the target gear change ratio to be reduced. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that suppresses running noise of a vehicle.

  It is known that various noises (running noises) such as engine sounds, road noises (sounds generated from tires), wind noises, and the like are generated during vehicle travel. For example, the engine noise increases as the engine speed increases, and the road noise and wind noise increase as the vehicle speed increases. Therefore, when the engine speed is relatively high or the speed of the vehicle is relatively fast, it is necessary to reduce the engine speed or decelerate the vehicle to suppress the generation of running noise. As a technique for suppressing the generation of such noise, there is a technique disclosed in the following publications.

  Japanese Patent Application Laid-Open No. 2004-332842 (Patent Document 1) reduces the engine speed, suppresses engine noise, and improves fuel consumption without performing a troublesome accelerator pedal return operation when the vehicle travels in the speed limit range. Thus, a technique capable of preventing wasteful shift processing is disclosed. Patent Document 1 discloses a shift control device for an automatic transmission for a vehicle that is connected to an engine and automatically switches the gear position according to the driving state of the vehicle. This speed change control device has a vehicle speed detecting means for detecting the speed of a vehicle, an accelerator opening degree detecting means for detecting an accelerator opening degree of the vehicle, and a plurality of kinds of speed stage maps. The optimum gear map is selected based on the driving state of the vehicle, and the target gear is set based on the optimum gear map, the current vehicle speed and the accelerator opening, and automatically based on the target gear. Shift control means for performing shift control of the transmission, and fuel injection amount control means for controlling the fuel injection amount of the engine so that the vehicle speed does not exceed the speed limit. The shift control means can shift up the current shift stage using fuzzy inference based on the driving state of the vehicle even when the target shift stage holds the current shift stage when the speed of the vehicle is held at the speed limit. If it is determined, a fuzzy control unit that corrects the target shift speed to the optimum shift speed that is the upshift speed is included.

According to the shift control device disclosed in this publication, the shift control means shifts the automatic transmission to the target shift stage in response to the signal of the target shift stage in the shift map while the vehicle speed is below the speed limit. . In the driving range where the speed of the vehicle has reached the speed limit, the shift control means performs fuzzy inference based on the driving state and determines that the current shift stage can be shifted up even if the target shift stage holds the current shift stage. The shift stage is corrected to the optimum shift stage that is the upshift stage, and the shift control is performed to the optimum shift stage. As a result, the engine speed is reduced while maintaining the speed limit, engine noise can be reduced, and fuel consumption can be improved. In addition, a complicated operation such as a driver's accelerator return operation is not required, and driving feeling is improved. .
JP 2004-332842 A

  By the way, the running noise affects not only the vehicle occupant but also the residents around the vehicle. The influence of traveling noise on the surroundings varies depending on the location and time of travel of the vehicle. For example, when traveling in an urban area with a large number of inhabitants, the influence of traveling noise on the surroundings is greater than when traveling on a mountain road. In addition, when a large running noise is generated at midnight, it disturbs the sleep of many inhabitants in the surrounding area, and the influence is larger than in the daytime.

  However, in the shift control device disclosed in Patent Literature 1, when the target shift speed is corrected, the place and time where the vehicle travels are not considered.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that suppresses traveling noise at a timing when traveling noise has a large influence on the surroundings. .

  According to a first aspect of the present invention, there is provided a vehicle control apparatus that detects a traveling state of a vehicle, a first detecting unit that detects a traveling place of the vehicle, a second detecting unit that detects a current time, and the like. Based on the travel location, time, and travel state, a determination means for determining whether or not the influence of the traveling noise of the vehicle on the surroundings is large, and if the influence is determined to be large, And notifying means for notifying the vehicle driver of the occurrence.

  According to the first invention, the vehicle travel location, the current time, and the vehicle travel state (for example, the vehicle speed that is a value according to road noise and wind noise, and the engine speed that is a value according to engine sound). Detected. The influence of the traveling noise of the vehicle on the surroundings does not differ only depending on the magnitude of the traveling noise, but also differs depending on the traveling location and traveling time of the vehicle. For example, when a vehicle travels in a densely populated place (such as an urban area), travel noise affects more residents than when traveling on a mountain road, so the impact of travel noise on the surroundings is large. Further, when the traveling time of the vehicle is in the midnight, traveling noise interferes with sleep of many residents as compared with daytime, so traveling noise has a great influence on the surroundings. Therefore, it is determined whether or not the influence of the traveling noise on the surroundings of the vehicle is large based on the traveling location, the time, and the traveling state of the vehicle. For example, if the driving location of the vehicle is a place where the population is dense and the time is included in the midnight zone and the magnitude of the driving noise is greater than or equal to a predetermined value, the driving noise It is judged that the impact on If it is determined that the influence is large, the driver is notified of the occurrence of the influence. As a result, the driver can suppress travel noise by, for example, decelerating the vehicle to reduce road noise and wind noise, or lowering the engine speed to reduce engine noise. As a result, it is possible to provide a vehicle control device that suppresses traveling noise at a timing when the influence of traveling noise on the surroundings is large.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the judging means is a place where the traveling place is predetermined and the time is included in a predetermined time zone. And a means for determining that the influence is large when the running state is equal to or greater than a predetermined value.

  According to the second invention, for example, when the traveling place of the vehicle is a place where the population is dense, the time is midnight, and the magnitude of the traveling noise is equal to or greater than a predetermined value. It can be determined that the influence of running noise on the surroundings is large.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the predetermined place is a place where the population is dense, and the predetermined time zone is midnight. It is.

  According to the third invention, the vehicle travels when the population is densely populated, the time is in the middle of the night, and the magnitude of the travel noise is equal to or greater than a predetermined value. It can be determined that the influence of noise on the surroundings is large.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, the running state includes the magnitude of the running noise, the speed of the vehicle, and the internal combustion engine mounted on the vehicle. This state is based on at least one of the rotational speeds.

  According to the fourth invention, the influence of the running noise on the surroundings based on the state based on at least one of the magnitude of the running noise, the speed of the vehicle, and the rotational speed of the internal combustion engine (engine speed) mounted on the vehicle. Whether or not is large is determined. The running noise includes road noise, wind noise and engine sound. Road noise and wind noise are proportional to vehicle speed. The engine sound is proportional to the engine speed. Therefore, it can be determined whether the influence is large based on at least one of the magnitudes of the entire traveling noise, road noise, wind noise, and engine sound.

  In the vehicle control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, whether or not an operation unit operated to control the output of the vehicle is operated by the driver. And a reaction force control means for controlling the operation reaction force of the operation unit. The notification means includes means for changing the operation reaction force by the reaction force control means when it is determined that the operation unit is operated.

  According to the fifth aspect of the invention, the driver can change the reaction force of the operation unit (for example, an accelerator pedal) operated to control the output of the vehicle (for example, increase), so that the driving noise is It can be recognized that the impact is large. In addition, when the operation reaction force of an accelerator pedal, which is an example of the operation unit, is increased, the accelerator pedal opening is reduced when it is assumed that the driver continues to step on the accelerator pedal with the same pedal effort. As a result, the output of the vehicle is reduced and the running noise is reduced, so that the notification means also acts as a means for suppressing noise.

  The vehicle control apparatus according to the sixth aspect of the present invention further includes suppression means for suppressing running noise when the influence is large, in addition to the configuration of any one of the first to fifth aspects of the invention.

  According to the sixth aspect, the traveling noise can be suppressed at a timing when the influence of the traveling noise on the surroundings is large.

  In the vehicle control apparatus according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the suppression means includes means for decelerating the vehicle.

  According to the seventh aspect, the vehicle is decelerated when it is determined that the influence of running noise on the surroundings is large. Therefore, road noise and wind noise included in the traveling noise can be suppressed at a timing when the influence of the traveling noise on the surroundings is large.

  In the vehicle control apparatus according to the eighth invention, in addition to the configuration of the sixth invention, the vehicle includes an internal combustion engine. The suppression means includes means for controlling the internal combustion engine so as to reduce the rotational speed.

  According to the eighth aspect of the invention, when it is determined that the influence of running noise on the surroundings is large, the rotational speed of the internal combustion engine (engine speed) is reduced. Therefore, the engine sound included in the traveling noise can be reduced at the timing when the traveling noise has a large influence on the surroundings.

  In the vehicle control apparatus according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the vehicle includes an automatic transmission connected to the internal combustion engine. The control device further includes means for setting a target gear ratio of the automatic transmission, and means for controlling the automatic transmission to achieve the target gear ratio. The suppression means includes means for changing the target gear ratio to be small.

  According to the ninth aspect, when it is determined that the influence of running noise on the surroundings is large, the set target speed ratio is changed to be small. As a result, the engine speed can be reduced and the engine sound can be reduced without reducing the vehicle speed.

  A vehicle control apparatus according to a tenth aspect of the invention includes, in addition to the configuration of the ninth aspect, means for detecting the gradient of the road surface on which the vehicle travels, and the detected gradient is equal to or greater than a predetermined gradient. And means for prohibiting the change.

  According to the tenth aspect of the invention, for example, when the vehicle travels on an uphill road that requires a larger driving force than a flat road, or on a downhill road that requires engine braking, the target gear ratio becomes small. It is forbidden to be changed. As a result, it is possible to avoid a decrease in driving force or engine braking from occurring according to the road surface gradient.

  In addition to the configuration of any of the sixth to tenth inventions, the vehicle control device according to the eleventh invention may contact means for detecting an object ahead of the vehicle and the object and the vehicle. It further includes means for determining whether or not there is, and means for prohibiting the operation of the suppression means if possible.

  According to the eleventh aspect, when there is a possibility that the object in front of the vehicle and the vehicle come into contact with each other, the operation by the suppressing means is prohibited. Thereby, it can be suppressed that it is difficult to avoid contact with the object due to deceleration of the vehicle or reduction in driving force due to the operation of the suppressing means.

  In the vehicle control apparatus according to the twelfth aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the vehicle includes an internal combustion engine and a traveling motor having a lower operating noise than the internal combustion engine. The control device further includes means for distributing the output required for the vehicle to the internal combustion engine and the electric motor. The suppression means includes means for distributing the output of the internal combustion engine to be small.

  According to the twelfth aspect of the present invention, in a vehicle (for example, a hybrid vehicle) including an internal combustion engine and a traveling motor having a lower operating noise than the internal combustion engine, when it is determined that the influence of traveling noise on the surroundings is large, The output is distributed so as to be small. Therefore, the engine speed can be reduced by lowering the rotational speed of the internal combustion engine (engine speed). The decrease in the output of the internal combustion engine is compensated for by a traveling motor having a lower operating noise than the internal combustion engine. Thereby, engine noise can be suppressed without decelerating the vehicle or reducing the driving force.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A vehicle equipped with a control device according to the present embodiment will be described with reference to FIG. This vehicle is an FF (Front engine Front drive) vehicle. A vehicle other than FF may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a differential gear 5000, a drive shaft 6000, a front wheel 7000, and an ECU (Electronic Control Unit) 100.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Automatic transmission 2000 includes a torque converter and a planetary gear unit 3000. Planetary gear unit 3000 is provided with a plurality of friction engagement elements such as clutches and brakes. Engagement force in each element is controlled by a hydraulic circuit (not shown) based on a control signal from the ECU 100. Depending on the position of a shift lever (not shown) and the like, the engagement force in each element changes, whereby a desired gear stage is automatically formed.

  The output gear of automatic transmission 2000 is in mesh with differential gear 5000. A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right front wheels 7000 via the drive shaft 6000.

  The ECU 100 includes a speed sensor 8002, an accelerator opening sensor 8010 for an accelerator pedal, a throttle opening sensor 8018 for an electronic throttle valve 8016, an engine speed sensor 8020, an input shaft speed sensor 8022, and an output shaft speed. The sensor 8024 is connected via a harness or the like.

  Speed sensor 8002 detects vehicle speed V from the rotational speed of drive shaft 6000 and transmits a signal representing the detection result to ECU 100.

  Accelerator opening sensor 8010 detects the opening of the accelerator pedal and transmits a signal representing the detection result to ECU 100.

  The throttle opening degree sensor 8018 detects the opening degree (throttle opening degree) of the electronic throttle valve 8016 whose opening degree is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 100. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000 (output of engine 1000).

  Engine rotation speed sensor 8020 detects the rotation speed (engine rotation speed NE) of the output shaft (crankshaft) of engine 1000 and transmits a signal representing the detection result to ECU 100.

  Input shaft speed sensor 8022 detects input shaft speed NI of automatic transmission 2000 and transmits a signal representing the detection result to ECU 100.

  Output shaft rotation speed sensor 8024 detects output shaft rotation speed NOUT of automatic transmission 2000 and transmits a signal representing the detection result to ECU 100.

  The ECU 100 further includes a noise sensor 110, a navigation device 112, a time detection unit 114, a G sensor 116, a millimeter wave radar 150, a display unit 210, an alarm generation unit 220, and a reaction force control unit 230. Connected.

  The noise sensor 110 is attached to the upper part of the front wheel 7000 inside the front bumper (not shown). Noise sensor 110 detects a noise level N, which is the magnitude of noise generated from engine 1000 and front wheel 7000, and transmits a signal representing the detection result to ECU 100.

  The navigation device 112 detects the current position P. For example, the navigation device 112 detects the current position P based on information received from a GPS satellite via a GPS antenna (not shown). When the detected current position P is a densely populated place stored in map data stored in advance, the navigation device 112 transmits a signal indicating that the travel location is a densely populated place to the ECU 100.

  The time detection unit 114 detects the current time T. For example, the time detection unit 114 detects the current time T based on information received from a GPS satellite via a GPS antenna. When the detected current time T is included in the midnight zone stored in advance, the time detection unit 114 transmits a signal indicating that the current time T is included in the midnight zone to the ECU 100.

  G sensor 116 detects the slope G of the road surface gradient on which the vehicle travels, and transmits a signal representing the detection result to ECU 100. The slope G is a positive value when it is an uphill road and a negative value when it is a downhill road. Further, the absolute value of the slope G becomes larger as the slope of the road surface is larger. The gradient G is not limited to such a value.

  Millimeter wave radar 150 detects a distance L from an obstacle ahead of the vehicle and transmits a signal representing the detection result to ECU 100.

  The display unit 210 is attached at a position where the driver can visually recognize, and displays a value representing the noise level N detected by the noise sensor 110 based on a control signal from the ECU 100.

  The alarm generation unit 220 is installed in the vehicle compartment and generates an alarm that informs the driver that the influence of traveling noise on the surroundings is large by a control signal from the ECU 100.

  The reaction force control unit 230 is attached to the accelerator pedal, and controls the operation reaction force of the accelerator pedal by a control signal from the ECU 100.

  The ECU 100 includes a speed sensor 8002, an accelerator opening sensor 8010, a throttle opening sensor 8018, an engine speed sensor 8020, an input shaft speed sensor 8022, an output shaft speed sensor 8024, a noise sensor 110, a navigation device 112, and a time detection unit. 114, the G sensor 116, the millimeter wave radar 150, and the like, and the equipment and the like so that the vehicle is in a desired running state based on a map and a program stored in a ROM (Read Only Memory). Control.

  Further, when the shift lever is in the D (drive) position, the ECU 100 automatically selects any one of the first to sixth gears based on the speed V, the throttle opening, and the shift map shown in FIG. The gear stage is set as the target gear ratio. ECU 100 controls automatic transmission 2000 such that a gear set as the target gear ratio is formed. The automatic transmission 2000 can transmit the driving force to the front wheels 7000 by forming any one of the first to sixth gears. Note that the shift map in FIG. 2 includes only the upshift line, and describes 4th and below. The shift map shown in FIG. 2 is a map used when the automatic transmission 2000 is a stepped transmission. However, the shift map shown in FIG. 2 is an automatic mounted on a vehicle to which the control device according to the embodiment of the present invention is applied. The transmission 2000 is not limited to a stepped transmission. For example, automatic transmission 2000 may be a continuously variable transmission.

  With reference to FIG. 3, a control structure of a program executed by ECU 100 configuring the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECU 100 sets the target gear ratio based on the signal from speed sensor 8002, the signal from throttle opening sensor 8018, and the shift map shown in FIG. .

  In S102, ECU 100 detects noise level N based on a signal from noise sensor 110, and displays noise level N on display unit 210.

  In S104, ECU 100 determines whether distance L with the obstacle in front of the vehicle is detected based on the signal from millimeter wave radar 150. If it is determined that distance L with the obstacle in front of the vehicle has been detected (YES in S104), the process proceeds to S106. Otherwise (NO in S104), the process proceeds to S108.

  In S106, ECU 100 determines whether distance L is equal to or smaller than a predetermined distance L (0). The predetermined distance L (0) is set based on the relative speed with the vehicle. For example, relative speed and relative acceleration with respect to the following vehicle are calculated based on a signal from the millimeter wave radar 150, and the moving distance of the vehicle at the reference time is set to a predetermined distance L (0). The method for setting the predetermined distance L (0) is not limited to this. If it is equal to or less than distance L (0) (YES in S106), this process ends. Otherwise (NO in S106), the process proceeds to S108.

  In S108, ECU 100 detects current time T and current position P based on signals from navigation device 112 and time detector 114.

  In S110, ECU 100 determines whether or not current time T is included in the midnight zone. If it is determined that current time T is included in the midnight zone (YES in S110), the process proceeds to S112. Otherwise (NO in S110), this process ends.

  In S112, ECU 100 determines whether or not current position P is a densely populated area. If current position P is determined to be a densely populated area (YES in S112), the process proceeds to S114. Otherwise (NO in S112), this process ends.

  In S114, ECU 100 determines whether or not noise level N is greater than an allowable value. If it is determined that noise level N is greater than the allowable value (YES in S114), the process proceeds to S116. Otherwise (NO in S114), this process ends.

  In S116, ECU 100 transmits a control signal to alarm generation unit 220 to generate an alarm notifying the driver that the influence of running noise on the surroundings is large.

  In S118, ECU 100 determines whether or not speed V is greater than a predetermined speed. If it is determined that speed V is greater than a predetermined speed (YES in S118), the process proceeds to S120. Otherwise (NO in S118), the process proceeds to S124.

  In S120, ECU 100 determines whether or not the accelerator pedal is operated based on a signal from accelerator opening sensor 8010. If it is determined that the accelerator pedal is operated (YES in S120), the process proceeds to S122. Otherwise (NO in S120), the process proceeds to S124.

  In S122, ECU 100 transmits a control signal to reaction force control unit 230 to increase the operation reaction force of the accelerator pedal.

  In S124, ECU 100 determines whether or not the road surface is a flat road on the basis of a signal representing inclination G from G sensor 116. The ECU 100 determines that the road surface is a flat road when the absolute value of the gradient G is equal to or less than a predetermined value. If it is determined that the road surface is a flat road (YES in S124), the process proceeds to S126. Otherwise (NO in S124), this process ends.

  In S126, ECU 100 determines whether or not engine speed NE is greater than a predetermined value based on a signal from engine speed sensor 8020. If it is determined that engine speed NE is greater than a predetermined value (YES in S126), the process proceeds to S128. Otherwise (NO in S126), this process ends. In S128, ECU 100 changes so as to reduce the target gear ratio.

  An operation of the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the vehicle starts traveling, a target gear ratio is set based on the vehicle speed V and the throttle opening (S100). The noise level N is detected and displayed on the display unit 210 (S102). If distance L with the obstacle ahead of the vehicle is not detected (NO in S104), current time T and current position P are detected (S108). If the current time T is included in the midnight zone (YES in S110), the current position P is a densely populated area (YES in S112), and the noise level N is greater than the allowable value (YES in S114), the running noise An alarm is generated to inform the driver that the influence on the surroundings is large (S116).

  Further, if speed V is greater than a predetermined speed (YES in S118) and the accelerator pedal is operated (YES in S120), the operating reaction force of the accelerator pedal is increased (S122).

  As a result, the driver can recognize that the driving noise has a great influence on the surroundings. Therefore, the vehicle is decelerated when the driver stops the operation of the accelerator pedal or when the accelerator opening is decreased by increasing the operation reaction force of the accelerator pedal. Therefore, road noise and wind noise can be reduced. Further, the driver can reduce the engine sound by changing the speed ratio to be lower and lowering the engine speed.

  Further, if the road surface is a flat road (YES in S124) and engine speed NE is greater than a predetermined value (YES in S126), the target gear ratio is changed to be small (S128). Thereby, the engine speed NE can be lowered and the engine sound can be reduced without reducing the speed of the vehicle.

  Further, when the road surface is not a flat road (NO in S124), that is, when the vehicle travels on an uphill road or travels on a downhill road, the target gear ratio is not changed. As a result, it is possible to avoid a decrease in driving force on the uphill road and the occurrence of engine braking on the downhill road.

  On the other hand, when distance L with the obstacle ahead of the vehicle is detected (YES in S104) and distance L is equal to or less than distance L (0) (S106), there is a possibility of contact with the obstacle ahead of the vehicle. Therefore, the accelerator pedal operation reaction force is not increased, and the target gear ratio is not changed. Therefore, it can be suppressed that it is difficult to avoid contact with an obstacle due to deceleration of the vehicle or reduction in driving force.

  As described above, according to the control device according to the present embodiment, when the current time T is included in the midnight zone, the current position P is a densely populated area, and the noise level N is greater than the allowable value, the running noise is increased. An alarm is generated to inform the driver that the impact on the surroundings is large. Therefore, the driver can suppress the traveling noise by, for example, decelerating the vehicle or changing the speed ratio to be small.

<Second Embodiment>
With reference to FIG. 4, a vehicle equipped with the control device according to the present embodiment will be described. The vehicle equipped with the control device according to the present embodiment is a hybrid vehicle, and compared with the configuration of the vehicle equipped with the control device according to the first embodiment described above, engine 1000, automatic transmission 2000, Instead of planetary gear unit 3000, differential gear 5000, input shaft rotational speed sensor 8022, output shaft rotational speed sensor 8024, and ECU 100, engine 1100, motor generator 310, motor generator 320, output distribution mechanism 300, differential gear 5100, and ECU 200 Is different. The configuration other than these is the same as the configuration of the vehicle on which the control device according to the first embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here. The hybrid vehicle to which the control device according to the present embodiment can be applied is not limited to the hybrid vehicle shown in FIG.

  The output distribution mechanism 300 is a planetary gear mechanism and has first to third rotation shafts. If the number of rotations of two of the three rotation shafts is determined, the number of rotations of the remaining one rotation shaft is uniquely determined. The first rotating shaft is connected to engine 1100, the second rotating shaft is connected to motor generator 310, and the third rotating shaft is connected to motor generator 320.

  The motor generator 310 and the motor generator 320 are travel motors that have a lower operating noise than the engine 1100. When the motor generator 310 and the motor generator 320 function as motors, they transmit outputs to the second rotating shaft and the third rotating shaft, and when functioning as generators during regenerative braking or the like, the second rotating shaft The power is generated based on the motive energy of the third rotating shaft. In the present embodiment, for convenience of explanation, a case where motor generator 310 functions as a generator and motor generator 320 functions as a motor will be mainly described.

  The output of the engine 1100 is divided into two by the output distribution mechanism 300 into a second rotation shaft and a third rotation shaft. The motor generator 310 generates power when the second rotation shaft rotates. As the third rotation shaft rotates, the output of the engine 1100 is transmitted to the differential gear 5100. Differential gear 5100 transmits the output of engine 1100 to front wheel 7000 via drive shaft 6000.

  When the motor generator 320 functions as a motor, the third rotation shaft rotates. As a result, the output of motor generator 320 is transmitted to differential gear 5100 and transmitted to front wheel 7000 via drive shaft 6000.

  ECU 200 controls electronic throttle valve 8016, motor generator 310 and motor generator 320 of engine 1100, and distributes the output required for the vehicle to engine 1100 and motor generator 320. ECU 200 stores in advance a distribution ratio between engine 1100 and motor generator 320 as a map as shown in FIG. 5, for example, and sets it based on this map and vehicle speed V. The ratio shown in FIG. 5 is set so that the motor output ratio is large at low speed and the engine output ratio is high at high speed so that the output efficiency of engine 1100 is improved and fuel efficiency is improved. The output distribution method is not limited to this.

  With reference to FIG. 6, a control structure of a program executed by ECU 200 configuring the control device according to the present embodiment will be described. In the flowchart shown in FIG. 6, the same steps as those in the flowchart shown in FIG. 3 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 200 distributes the output required for the vehicle to engine 1100 and motor generator 320 based on the signal from speed sensor 8002 and the map shown in FIG.

  In S202, ECU 200 distributes so that the output of engine 1100 is reduced.

  An operation of the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  The output required for the vehicle is distributed to engine 1100 and motor generator 320 (S200). If engine speed NE is greater than a predetermined value (YES in S126), the engine 1100 output is distributed so as to be reduced (S202). Thereby, engine speed NE can be lowered | hung and an engine sound can be made small. The decrease in the output of engine 1100 is compensated by motor generator 320 having a lower operating noise than engine 1100. Therefore, running noise can be suppressed without decelerating the vehicle or reducing the driving force.

  Even if the output of engine 1100 is distributed so as to be small, motor generator 320 compensates for the decrease in driving force. Therefore, the driving force of the entire vehicle does not decrease. As a result, even when the distance L to the obstacle ahead is less than the distance L (0) (S106) or when traveling on an uphill road, the engine 1100 is distributed so that the output of the engine 1100 is reduced, and the engine sound is reduced. can do.

  Further, even if the output of engine 1100 is distributed so that the braking force is required, the decrease in engine brake is compensated by regenerative braking of motor generator 320 or motor generator 310. Therefore, the braking force of the entire vehicle does not decrease. Thus, even when traveling on a downhill road, the engine sound can be reduced by distributing the engine 1100 so that the output of the engine 1100 is reduced.

  As described above, according to the control device according to the present embodiment, when the engine speed NE is high, the output required for the vehicle is distributed so that the output of the engine becomes small. The decrease in engine output is compensated by the motor. As a result, the engine speed NE can be reduced and the engine noise included in the running noise can be reduced without decelerating the vehicle or reducing the output.

  In the first embodiment, when contact with an obstacle can be avoided by maintaining the speed of the vehicle, control may be performed so as to decrease the engine speed NE without decelerating the vehicle. That is, in the flowchart shown in FIG. 3, even if the distance L to the obstacle ahead of the vehicle is equal to or less than the distance L (0) (YES in S106), the road surface is a flat road (YES in S124) If it is determined that engine speed NE is greater than a predetermined value (YES in S126), the target speed ratio may be changed (S128). Thereby, the engine speed NE can be lowered and the engine sound can be reduced while maintaining the speed of the vehicle and avoiding contact with an obstacle.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on the 1st Embodiment of this invention is mounted. It is a shift map applied to the automatic transmission of the vehicle in which the control device according to the first embodiment of the present invention is mounted. It is a flowchart which shows the control structure of ECU which comprises the control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on the 2nd Embodiment of this invention is mounted. It is the map which showed the output distribution of the engine and motor of a vehicle by which the control apparatus which concerns on the 2nd Embodiment of this invention is mounted. It is a flowchart which shows the control structure of ECU which comprises the control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  100, 200 ECU, 110 Noise sensor, 110 Noise sensor, 112 Navigation device, 114 Time detection unit, 116 G sensor, 150 mm-wave radar, 210 Display unit, 220 Alarm generation unit, 230 Reaction force control unit, 300 Output distribution mechanism , 310, 320 motor generator, 1000, 1100 engine, 2000 automatic transmission, 3000 planetary gear unit, 5000, 5100 differential gear, 6000 drive shaft, 7000 front wheel, 8002 speed sensor, 8010 accelerator opening sensor, 8016 electronic throttle valve, 8018 Throttle opening sensor, 8020 engine speed sensor, 8022 input shaft speed sensor, 8024 output shaft speed sensor.

Claims (12)

First detecting means for detecting the traveling location of the vehicle;
A second detection means for detecting the current time;
Means for detecting the running state of the vehicle;
Based on the travel location, the time, and the travel state, determination means for determining whether or not the influence of travel noise of the vehicle on the surroundings is large;
A vehicle control device, comprising: a notification means for notifying a driver of the vehicle of the occurrence of the influence when it is determined that the influence is large.   The determination means has a large influence when the travel location is a predetermined location, the time is included in a predetermined time zone, and the travel state is equal to or greater than a predetermined value. The vehicle control device according to claim 1, comprising means for determining The predetermined place is a place where the population is dense,
The vehicle control device according to claim 2, wherein the predetermined time zone is a midnight zone.   The vehicle according to any one of claims 1 to 3, wherein the traveling state is a state based on at least one of a magnitude of the traveling noise, a speed of the vehicle, and a rotational speed of an internal combustion engine mounted on the vehicle. Control device. The controller is
Means for determining whether or not an operation unit operated to control the output of the vehicle is operated by a driver;
A reaction force control means for controlling an operation reaction force of the operation unit,
The vehicle according to claim 1, wherein the notification means includes means for changing the operation reaction force by the reaction force control means when it is determined that the operation unit is operated. Control device.   The said control apparatus is a control apparatus of the vehicle in any one of Claims 1-5 which further contains the suppression means for suppressing the said driving noise, when the said influence is large.   The vehicle control device according to claim 6, wherein the suppression unit includes a unit for decelerating the vehicle. The vehicle includes an internal combustion engine,
The vehicle control device according to claim 6, wherein the suppression unit includes a unit for controlling the internal combustion engine so as to reduce a rotational speed. The vehicle includes an automatic transmission connected to the internal combustion engine,
The controller is
Means for setting a target gear ratio of the automatic transmission;
Means for controlling the automatic transmission to achieve the target gear ratio,
The vehicle control device according to claim 8, wherein the suppression unit includes a unit for changing the target speed ratio to be small. The controller is
Means for detecting the slope of the road surface on which the vehicle travels;
The vehicle control device according to claim 9, further comprising means for prohibiting the change when the detected gradient is equal to or greater than a predetermined gradient. The controller is
Means for detecting an object in front of the vehicle;
Means for determining whether there is a possibility of contact between the object and the vehicle;
The vehicle control device according to any one of claims 6 to 10, further comprising means for prohibiting an operation by the suppression means when there is the possibility. The vehicle includes an internal combustion engine and a traveling electric motor having a lower operating noise than the internal combustion engine,
The control device further includes means for distributing an output required for the vehicle to the internal combustion engine and the electric motor,
The vehicle control device according to claim 6, wherein the suppression means includes means for distributing the output of the internal combustion engine to be small.

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