JP2008132806A - Vehicle control device, control method, program for implementing the control method on computer, and recording medium recording the program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce noise caused by regenerative braking during braking according to the state of the vehicle, while keeping costs from increasing. <P>SOLUTION: An HV_ECU implements a program including a step (S108) for executing a regenerative-braking-reducing instruction if position information and time information meet predetermined requirements (YES at S102 and YES at S104) and if an SOC (State Of Charge) is greater than a predetermined value A (YES at S106), regardless of whether an EV switch is on (YES at S100) or the EV switch is off (NO at S100), and a step (S110) for executing a cancellation for the reduction of regenerative braking if the EV switch is off (NO at S100) and if either the position information or the time information does not meet the predetermined requirements (NO at S102 or NO at S104). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of regenerative braking force of a vehicle using an internal combustion engine and a rotating electrical machine as drive sources, and more particularly, to control for reducing the ratio of braking force by regenerative braking control according to the state of the vehicle when the vehicle is decelerated. .

  In recent years, a hybrid vehicle that travels with a driving force from a rotating electrical machine has attracted attention as one of countermeasures for environmental problems. Such a vehicle has a function of regenerative braking, that is, a function of braking the vehicle by causing the rotating electric machine to function as a generator during vehicle braking and converting the kinetic energy of the vehicle into electric energy. The converted electric energy is stored in the secondary battery and reused when accelerating.

  However, during regenerative braking, the noise from the rotating electric machine tends to increase as the vehicle speed decreases. In view of such a problem, for example, Japanese Patent Laying-Open No. 2005-201297 (Patent Document 1) discloses a regenerative braking control device capable of suppressing noise of a driving motor during deceleration regeneration. The regenerative braking control device is mounted on an automobile including a driving wheel and a driving motor that drives the driving wheel. The regenerative braking control device includes a transmission that changes a reduction ratio between a drive wheel and a driving motor, and a control unit that controls the transmission so that the reduction ratio becomes high during the deceleration regeneration of the driving motor.

According to the regenerative braking control device disclosed in the above-mentioned publication, when the automobile is decelerated, the reduction ratio in the transmission is controlled to be high. And the period when the noise of a drive motor becomes more than a reference value is shortened.
Japanese Patent Laid-Open No. 2005-201297

  However, in the regenerative braking control device disclosed in the above-mentioned publication, control is performed in which noise is suppressed according to speed, but depending on other vehicle conditions (for example, outside the vehicle or travel mode, etc.). There is a problem that regenerative braking control cannot be performed. Therefore, regenerative braking may be suppressed unnecessarily, and fuel consumption tends to deteriorate.

  In the regenerative braking control device of the above-mentioned publication, a transmission that changes the reduction ratio between the drive wheels and the drive motor is an essential configuration. Therefore, when a transmission is provided for the purpose of noise suppression, there is a problem that the cost is significantly increased.

  The present invention has been made to solve the above-described problem, and an object of the present invention is to suppress noise generated by regenerative braking during braking according to the state of the vehicle while suppressing an increase in cost. A control device, a control method, a program for realizing the control method by a computer, and a recording medium on which the program is recorded are provided.

  A vehicle control apparatus according to a first aspect of the invention is a vehicle control apparatus that uses an internal combustion engine and a rotating electric machine as drive sources. Each wheel of the vehicle is provided with a braking device that generates a braking force. The vehicle is equipped with a power storage mechanism that supplies electric power to the rotating electrical machine. When the vehicle is decelerated, regenerative braking control is executed in the rotating electrical machine. In this control device, detection means for detecting the remaining capacity of the power storage mechanism, the first state in which the vehicle is driven only by the rotating electrical machine, and information relating to the situation outside the vehicle satisfy predetermined conditions. A determination means for determining whether or not one of the second states is determined, and it is determined that the state is one of the first state and the second state; If the detected remaining capacity is larger than a predetermined value, the reduction means for reducing the ratio of the braking force by the regenerative braking control and the braking force expressed in the braking device at the time of braking of the vehicle are increased. Control means for controlling the braking device. A vehicle control method according to a ninth aspect has the same configuration as the vehicle control apparatus according to the first aspect.

  According to the first or ninth invention, when the reduction means is determined to be in the first state or the second state and the remaining capacity is larger than a predetermined value, the rotating electrical machine at the time of deceleration of the vehicle The ratio of the braking force by the regenerative braking control is reduced. Thereby, since the ratio by regenerative braking control is reduced among the braking forces generated in the vehicle at the time of braking of the vehicle, noise generated due to regenerative braking control can be suppressed. Further, since the braking device is controlled so that the braking force increases, the overall braking force of the vehicle at the time of braking does not decrease. Therefore, it is possible to prevent the driver from feeling uncomfortable with the braking force of the vehicle because the ratio of the braking force by the regenerative braking control has decreased. Furthermore, since the reduction of the regenerative braking force can be performed without newly installing components, an increase in cost due to an increase in the number of components can be suppressed. Furthermore, when the driver desires that the vehicle travels only with the rotating electric machine, there is a possibility that the driver intends to suppress noise generated from the vehicle. Therefore, by determining that the state is the first state, it is possible to suppress the noise according to the driver's intention by reducing the ratio of the braking force by the regenerative braking control. Furthermore, for example, as a predetermined condition, if a condition regarding the position of the vehicle and the current time is set, the regeneration is performed according to the driver performing a braking operation at night or when the vehicle is traveling in a residential area. By reducing the ratio of the braking force by the braking control, noise can be suppressed according to the situation outside the vehicle. Therefore, it is possible to provide a vehicle control device and a control method for suppressing noise generated by regenerative braking during braking according to the state of the vehicle while suppressing an increase in cost.

  In addition to the configuration of the first invention, the vehicle control device according to the second invention further includes a position detection means for detecting vehicle position information, and a time detection means for detecting the current time. . The predetermined condition is a condition for the position information and the current time. A vehicle control method according to a tenth aspect of the invention has the same configuration as the vehicle control apparatus according to the second aspect of the invention.

  According to the second or tenth aspect of the invention, if the conditions regarding the position of the vehicle and the current time are set as predetermined conditions, the driver performs a braking operation at night or when the vehicle travels in a residential area. Accordingly, by reducing the ratio of the braking force by the regenerative braking control, noise can be suppressed according to the situation outside the vehicle.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the predetermined condition is that the position of the vehicle based on the position information is within a predetermined range on the map. And the current time is within a predetermined time zone corresponding to the night. A vehicle control method according to an eleventh invention has the same configuration as the vehicle control device according to the third invention.

  According to the third or eleventh invention, when the position of the vehicle based on the position information is within a predetermined range on the map and the current time is within a predetermined time zone corresponding to night By reducing the ratio of the braking force by the regenerative braking control, for example, noise generated due to the regenerative braking control when the vehicle travels in a residential area at night can be suppressed.

  When it is determined that the vehicle control device according to the fourth invention is not in any one of the first state and the second state in addition to the configuration of any one of the first to third inventions. And means for releasing the prohibition of regenerative braking. A vehicle control method according to a twelfth aspect of the invention has the same configuration as the vehicle control apparatus according to the fourth aspect of the invention.

  According to the fourth or twelfth aspect of the present invention, when neither the first state nor the second state is present, the regenerative braking control is performed without reducing the braking force. Can be recovered, so that deterioration of fuel consumption can be suppressed.

  According to a fifth aspect of the present invention, there is provided a vehicle control apparatus, wherein, in addition to the first to fourth aspects of the invention, means for canceling the reduction of regenerative braking when the remaining capacity is equal to or less than a predetermined value. Further included. A vehicle control method according to a thirteenth invention has the same configuration as the vehicle control device according to the fifth invention.

  According to the fifth or thirteenth invention, when the remaining capacity is equal to or less than a predetermined value, the regenerative braking control is performed without reducing the braking force, so that the power storage mechanism can be charged quickly.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the reduction means reduces the ratio of the braking force by the regenerative braking control to zero during braking of the vehicle. Means for doing so. The vehicle control method according to the fourteenth invention has the same configuration as the vehicle control device according to the sixth invention.

  According to the sixth or fourteenth invention, the regenerative braking control is not performed by reducing the ratio of the braking force by the regenerative braking control to zero when braking the vehicle. Therefore, noise caused by regenerative braking control does not occur during vehicle braking.

  In the vehicle control apparatus according to the seventh aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the reduction means is configured to determine in advance the ratio of the braking force by the regenerative braking control during braking of the vehicle. Means to reduce by a certain percentage. A vehicle control method according to a fifteenth aspect of the invention has the same configuration as the vehicle control device according to the seventh aspect of the invention.

  According to the seventh or fifteenth invention, the ratio of the braking force by the regenerative braking control at the time of braking of the vehicle is reduced by a predetermined ratio. If a predetermined ratio is set so that the generated noise becomes an allowable level, the noise generated due to the regenerative braking control can be suppressed to a small level.

  In the vehicle control apparatus according to the eighth aspect of the invention, in addition to the configuration of any one of the first to seventh aspects, the control means controls the braking apparatus so that the braking force is increased by the amount reduced by the reduction means. Means for controlling. The vehicle control method according to the sixteenth aspect of the invention has the same configuration as the vehicle control apparatus according to the eighth aspect of the invention.

  According to the eighth or sixteenth invention, if the braking device is controlled so that the braking force is increased by the amount reduced by the reducing means, the overall braking force of the vehicle during braking does not decrease. Therefore, it is possible to prevent the driver from feeling uncomfortable with the braking force of the vehicle because the ratio of the braking force by the regenerative braking control has decreased.

  A program according to a seventeenth invention is a program for realizing the vehicle control method according to any of the ninth to sixteenth inventions by a computer, and the recording medium according to the eighteenth invention is a ninth to sixteenth recording medium. A medium having recorded thereon a computer-implemented method for controlling a vehicle according to any one of the inventions.

  According to the seventeenth or eighteenth invention, the vehicle control method according to any one of the ninth to sixteenth inventions can be realized using a computer (which may be general purpose or dedicated).

  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 control block diagram of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied will be described with reference to FIG.

  The hybrid vehicle includes an internal combustion engine (hereinafter simply referred to as an engine) 120 such as, for example, a gasoline engine or a diesel engine, and a motor generator (MG) 140 that is a rotating electric machine as drive sources. In FIG. 1, for convenience of explanation, the motor generator 140 is expressed as a motor 140A and a generator 140B (or a motor generator 140B). However, depending on the traveling state of the hybrid vehicle, the motor 140A functions as a generator, The generator 140B functions as a motor.

  In the intake passage 122 of the engine 120, an air cleaner 122A that captures dust of intake air, an air flow meter 122B that detects the amount of air sucked into the engine 120 through the air cleaner 122A, and an amount of air sucked into the engine 120 are adjusted. For this purpose, an electronic throttle valve 122C is provided. The electronic throttle valve 122C is provided with a throttle position sensor. The engine ECU 280 receives the intake air amount detected by the air flow meter 122B, the opening degree of the electronic throttle valve 122C detected by the throttle position sensor, and the like.

  Further, in the exhaust passage 124 of the engine 120, a three-way catalytic converter 124B, an air-fuel ratio sensor 124A for detecting an air-fuel ratio (A / F) in the exhaust gas introduced into the three-way catalytic converter 124B, and a three-way catalytic converter 124B. A catalyst temperature sensor 124C for detecting the temperature of the catalyst and a silencer 124D are provided. An engine ECU (Electronic Control Unit) 280 includes an air-fuel ratio of exhaust gas introduced into the three-way catalytic converter 124B detected by the air-fuel ratio sensor 124A, a temperature of the three-way catalytic converter 124B detected by the catalyst temperature sensor 124C, and the like. Is entered.

  Air-fuel ratio sensor 124A is a full-range air-fuel ratio sensor (linear air-fuel ratio sensor) that generates an output voltage proportional to the air-fuel ratio of the air-fuel mixture burned by engine 120. As the air-fuel ratio sensor 124A, an O2 sensor that detects whether the air-fuel ratio of the air-fuel mixture burned by the engine 120 is rich or lean with respect to the stoichiometric air-fuel ratio may be used. .

  Engine ECU 280 receives a signal indicating the engine coolant temperature from water temperature detection sensor 350 that detects the coolant temperature of engine 120. A crank position sensor 352 is provided on the output shaft of the engine 120, and a signal indicating the rotation speed of the output shaft is input from the crank position sensor 352 to the engine ECU 280.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and a reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140, and the engine 120. Power split mechanism (for example, planetary gear mechanism) 200 that distributes the generated power to two paths of drive wheel 160 and generator 140B, travel battery 220 that charges power for driving motor generator 140, and travel Inverter 240 that performs current control while converting the direct current of battery 220 for the motor and the alternating current of motor 140A and generator 140B, and a battery control unit (hereinafter referred to as a battery ECU) 260 that manages and controls the charge / discharge state of battery for traveling 220 , Operating state of engine 120 An engine ECU 280 to be controlled, a MG_ECU 300 for controlling the motor generator 140, the battery ECU 260, the inverter 240, etc., and the battery ECU 260, the engine ECU 280, the MG_ECU 300, etc. according to the state of the hybrid vehicle are mutually managed. HV_ECU 320 etc. which control the whole hybrid system so that it can operate well are included. In addition, a power storage mechanism such as a capacitor may be used instead of the traveling battery.

  In the present embodiment, converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the motor 140A or the motor generator 140B, and therefore when the power is supplied from the traveling battery 220 to the motor 140A or the motor generator 140B, the converter 242 boosts the power. To do. This converter 242 has a built-in smoothing capacitor, and when the converter 242 performs a boosting operation, electric charge is stored in this smoothing capacitor.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320, as shown by a dotted line in FIG. 1). An example is an integrated ECU).

  The driver's seat is provided with an accelerator pedal (not shown), and an accelerator position sensor (not shown) detects the amount of depression of the accelerator pedal. The accelerator position sensor outputs a signal indicating the amount of depression of the accelerator pedal to the HV_ECU 320. The HV_ECU 320 controls the output of the engine 120 or the power generation amount via the motor 140A, the generator 140B, and the engine ECU 280 according to the required driving force corresponding to the depression amount.

  Furthermore, the vehicle speed sensor 330 is a sensor that detects a physical quantity related to the speed of the vehicle. The “physical quantity related to the vehicle speed” may be, for example, the rotational speed of the wheel shaft or the rotational speed of the output shaft of the transmission. The vehicle speed sensor 330 transmits the detected physical quantity to the engine ECU 280.

  Further, a multi-display control ECU 360, a brake ECU 340, and an EV switch 42 are connected to the HV_ECU 320.

  The EV switch 42 is provided around the driver's seat. When the driver turns on the EV switch 42, the HV_ECU 320 keeps the engine 120 stopped or until the SOC (State of Charge) indicating the remaining capacity of the traveling battery 220 falls below a predetermined value. And the vehicle is driven only by the motor 140A.

  A navigation system 380 is connected to the multi-display control ECU 360. The navigation system 380 transmits a signal representing the current vehicle position and a part of the map information to the multi-display control ECU 360. The multi-display control ECU 360 displays the map information and the vehicle position on a multi-display (not shown) based on the received signal indicating the vehicle position and part of the map information. The navigation system 380 detects the position of the vehicle by, for example, GPS (Global Positioning System).

  Furthermore, the multi-display control ECU 360 has a timer that measures the current time. The multi-display control ECU 360 transmits to the HV_ECU 320 a signal representing the current vehicle position received from the navigation system 380 and a signal representing the measured current time.

  The brake ECU 340 controls the braking force generated in the vehicle. Specifically, the brake ECU 340 transmits a control signal regarding the braking force to the braking device 170. The configuration of the braking device 170 will be described later.

  The battery ECU 260 detects the SOC of the traveling battery 220 using known techniques such as the temperature of the traveling battery 220 and the integrated value of the charge / discharge current. Traveling battery 220 transmits the detected SOC to HV_ECU 320.

  The power split mechanism 200 uses a planetary gear mechanism (planetary gear) in order to distribute the power of the engine 120 to both the drive wheel 160 and the motor generator 140B. By controlling the rotation speed of motor generator 140B, power split device 200 also functions as a continuously variable transmission.

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, the hybrid vehicle travels only by the motor 140 </ b> A of the motor generator 140 when the engine 120 is inefficient, such as when starting or running at a low speed. During normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the generator 140B is driven to generate power.

  At this time, the motor 140A is driven by the generated electric power to assist driving of the driving wheels 160. Further, at the time of high speed traveling, electric power from the traveling battery 220 is further supplied to the motor 140A to increase the output of the motor 140A and to add driving force to the driving wheels 160.

  On the other hand, at the time of deceleration, motor 140 </ b> A driven by drive wheel 160 functions as a generator to perform regenerative power generation (hereinafter also referred to as regenerative braking control), and the recovered power is stored in traveling battery 220. When the amount of charge of traveling battery 220 decreases and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by generator 140B to increase the amount of charge for traveling battery 220. Of course, there is a case where control is performed to increase the driving force of the engine 120 as necessary even during low-speed traveling. For example, it is necessary to charge the traveling battery 220 as described above, to drive an auxiliary machine such as an air conditioner, or to raise the temperature of the cooling water of the engine 120 to a predetermined temperature.

  Furthermore, in a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, engine 120 is stopped in order to improve fuel consumption depending on the driving state of the vehicle and the state of traveling battery 220. And after that, the driving | running state of the vehicle and the state of the battery 220 for driving | running | working are detected, and the engine 120 is restarted. In this way, the engine 120 is intermittently operated, and in a conventional vehicle (a vehicle equipped with only an engine), when the ignition switch is turned to the START position and the engine is started, the ignition switch is switched from the ON position to the ACC position. Or it is different in that the engine does not stop until it is in the OFF position.

  Next, the configuration of the braking device 170 will be described. As shown in FIG. 2, the braking device 170 includes a brake pedal 100, a master cylinder 102, a stroke simulator 104, a hydraulic circuit 106, a wheel cylinder 70, and a brake disc 80. Note that a booster device may be provided between the brake pedal 100 and the master cylinder 102.

  The hydraulic circuit 106 includes a master cylinder pressure sensor 108, a switching solenoid valve 110, a hydraulic source 112, hydraulic piping (not shown), and various solenoid valves (not shown).

  The master cylinder 102 includes a cylinder and a piston, and generates hydraulic pressure by sliding the piston in the cylinder in accordance with the operating force of the brake pedal 100.

  The stroke simulator 104 generates a natural pedal stroke according to the driver's stepping force during cooperative control between the hydraulic brake and the regenerative braking.

  The master cylinder pressure sensor 108 detects the hydraulic pressure generated in the master cylinder 102 that is generated according to the depression force applied to the brake pedal 100. Master cylinder pressure sensor 108 transmits the detected hydraulic pressure to brake ECU 340.

  The switching solenoid valve 110 switches the brake hydraulic pressure path according to the mode of braking control in the braking device 170. Specifically, switching solenoid valve 110 is an electromagnetic valve that opens and closes based on a control signal from brake ECU 340.

  The hydraulic pressure source 112 includes a pump and a motor. Based on a control signal from the brake ECU 340, the hydraulic pressure source 112 draws up the brake fluid from a reservoir (not shown) in which the brake fluid is stored, and regulates the hydraulic pressure in the hydraulic circuit.

  Brake pads (not shown) are provided on both end surfaces of the brake disc 80 so as to sandwich the brake disc 80 therebetween. The wheel cylinder 70 changes the clamping pressure of the brake pad against the brake disc 80 according to the hydraulic pressure generated in the hydraulic circuit of the brake disc 80.

  In the vehicle having the above-described configuration, the present invention relates to an HV_ECU 320 in a state in which information relating to an EV traveling state in which the vehicle is driven only by the motor 140A and a situation outside the vehicle satisfies a predetermined condition. When it is determined whether the vehicle is in one of the states, the ratio of the braking force by the regenerative braking control at the time of braking of the vehicle is set on condition that the SOC of the traveling battery 220 is larger than a predetermined value. It is characterized in that it is controlled so as to decrease and increase the braking force generated in the braking device 170. The “predetermined condition” is a condition regarding the position information and the current time, but is not particularly limited thereto.

  More specifically, the HV_ECU 320 determines whether or not the EV switch 42 is turned on. When the EV switch 42 is turned on, the HV_ECU 320 reduces the ratio of the braking force by the regenerative braking control to zero when the vehicle is braked on condition that the SOC is larger than the predetermined value A.

  Further, the HV_ECU 320 has a predetermined time zone in which the position of the vehicle based on the position information is within a predetermined range on the map and the current time corresponds to night even when the EV switch 42 is OFF. It is determined whether or not a predetermined condition of being within is satisfied. If the HV_ECU 320 satisfies a predetermined condition, the HV_ECU 320 reduces the ratio of the braking force by the regenerative braking control to zero when the vehicle is braked on the condition that the SOC is larger than the predetermined value A.

  Further, the HV_ECU 320 controls the braking device 170 via the brake ECU 340 so that the braking force is increased by the amount that the braking force is reduced due to the reduction of the ratio of the braking force by the regenerative braking control.

  Then, HV_ECU 320 cancels the reduction of the ratio of the braking force by the regenerative braking control if the vehicle is neither in the EV traveling state nor in a state satisfying a predetermined condition. Alternatively, the HV_ECU 320 cancels the reduction in the ratio of the braking force by the regenerative braking control when the SOC becomes a predetermined value A or less.

  FIG. 3 shows a functional block diagram of HV_ECU 320 which is a vehicle control apparatus according to the present embodiment.

  The HV_ECU 320 includes an input interface (hereinafter referred to as input I / F) 400, an arithmetic processing unit 500, a storage unit 600, and an output interface (hereinafter referred to as output I / F) 700.

  Input I / F 400 receives a position information signal and time information signal from multi-display control ECU 360, an EV switch-on signal from EV switch 42, an accelerator position signal from an accelerator position sensor, and an SOC signal from battery ECU 260. Receiving and transmitting to the arithmetic processing unit 500.

  Arithmetic processing unit 500 includes an EV switch determination unit 502, a position condition determination unit 504, a time condition determination unit 506, an SOC determination unit 508, and a regenerative braking command unit 510.

  The EV switch determination unit 502 determines whether or not the EV switch 42 is turned on based on the EV switch on signal. When the EV switch determination unit 502 receives a switch-on signal from the EV switch 42, the EV switch determination unit 502 determines that the EV switch 42 is turned on. For example, when the EV switch determination unit 502 determines that the EV switch 42 is turned on, the EV switch determination unit 502 may turn on the EV switch determination flag.

  The position condition determination unit 504 determines whether or not the current position of the vehicle is within a predetermined range on the map based on the position information signal. The predetermined range is, for example, a residential area on a map. For example, when the position condition determination unit 504 determines that the current position of the vehicle is within a predetermined range on the map, the position condition determination flag may be turned on.

  The time condition determination unit 506 determines whether or not the current time is within a predetermined time zone corresponding to the night based on the time information signal. The predetermined time zone is not particularly limited as long as it is nighttime, and may be set in advance corresponding to the position of the traveling vehicle. For example, the time condition determination unit 506 turns on the time condition determination flag when the current time is within a predetermined time zone.

  The SOC determination unit 508 determines whether or not the SOC of the traveling battery 220 is greater than a predetermined value A based on the SOC signal. For example, when SOC is larger than a predetermined value A, SOC determination unit 508 may turn on the SOC determination flag.

  Regenerative braking command unit 510 transmits a regenerative braking cut command signal to brake ECU 340 and MG_ECU 300 when EV switch 42 is on and the SOC is larger than a predetermined value A.

  Further, the regenerative braking command unit 510 says that the current position of the vehicle is within a predetermined range on the map and the current time is within a predetermined time zone even when the EV switch 42 is OFF. When a predetermined condition is satisfied and the SOC is larger than a predetermined value A, a regenerative braking cut command signal is transmitted to brake ECU 340 and MG_ECU 300.

  Regenerative braking command unit 510 may transmit a regenerative braking cut command signal to brake ECU 340 and MG_ECU 300, for example, when both the EV switch determination flag and the SOC determination flag are on, or Even if the EV switch determination flag is OFF, if the position condition determination flag, the time condition determination flag, and the SOC determination flag are all ON, a regenerative braking cut command signal is transmitted to the brake ECU 340 and the MG_ECU 300. May be.

  Further, regenerative braking command unit 510 stops transmission of a regenerative braking cut command signal to brake ECU 340 and MG_ECU 300 when EV switch 42 is off and does not satisfy a predetermined condition. Alternatively, regenerative braking command unit 510 may transmit a regenerative braking cut cancellation signal to brake ECU 340 and MG_ECU 300.

  In the present embodiment, EV switch determination unit 502, position condition determination unit 504, time condition determination unit 506, SOC determination unit 508, and regenerative braking command unit 510 are all arithmetic processing unit 500. Although a description will be given assuming that a certain CPU (Central Processing Unit) functions as software realized by executing a program stored in the storage unit 600, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  Various types of information, programs, threshold values, maps, and the like are stored in the storage unit 600, and data is read or stored from the arithmetic processing unit 500 as necessary.

  MG_ECU 300 does not perform regenerative braking control in response to reception of a regenerative braking cut command signal from HV_ECU 320. Also, the brake ECU 340 controls the hydraulic power source 112 so that the braking force generated in the braking device 170 increases in response to the reception of the regenerative braking cut command signal from the HV_ECU 320. Specifically, the brake ECU 340 controls the braking device 170 so as to compensate for the braking force that is reduced when the regenerative braking control is not performed.

  Hereinafter, with reference to FIG. 4, a control structure of a program executed by HV_ECU 320 which is the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, HV_ECU 320 determines whether or not EV switch 42 is on. If EV switch 42 is on (YES in S100), the process proceeds to S106. If not (NO in S100), the process proceeds to S102.

  In S102, HV_ECU 320 determines whether or not the position information satisfies a predetermined position condition. The “predetermined position condition” is a condition that the current position of the vehicle is within a predetermined range on the map as described above. If the position information satisfies a predetermined position condition (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S110.

  In S104, HV_ECU 320 determines whether or not the time information satisfies a predetermined time condition. The “predetermined time condition” is a condition that, as described above, the time is within a predetermined time zone corresponding to the night. If the time information satisfies a predetermined condition (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S110.

  In S106, HV_ECU 320 determines whether or not SOC of traveling battery 220 is larger than a predetermined value A. If the SOC is greater than a predetermined value A (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S110.

  In S108, HV_ECU 320 executes a regenerative braking cut command. Specifically, HV_ECU 320 transmits a regenerative braking cut command signal to MG_ECU 300 and brake ECU 340.

  When receiving the regenerative braking cut command signal, MG_ECU 300 does not perform regenerative braking even if the accelerator pedal is released and the vehicle is decelerated.

  In addition, the brake ECU 340 controls the braking force generated in the braking device 170 to increase in accordance with the non-execution of regenerative braking. Specifically, the hydraulic pressure in the hydraulic circuit 106 is increased by the hydraulic source 112 and the clamping pressure of the brake pad against the brake disc 80 is increased by the wheel cylinder 70.

  In S110, HV_ECU 320 executes regenerative braking cut cancellation. Specifically, HV_ECU 320 stops transmission of the regenerative braking cut command signal to MG_ECU 300 and brake ECU 340. Alternatively, HV_ECU 320 transmits a regenerative braking cut cancellation signal to MG_ECU 300 and brake ECU 340.

  When the MG_ECU 300 does not receive the regenerative braking cut command signal or receives the regenerative braking cut release signal, the MG_ECU 300 performs regenerative braking control when the accelerator pedal is released and the vehicle is decelerated when the vehicle is running. .

  Further, the brake ECU 340 controls the braking device 170 so that the increased braking force becomes a braking force corresponding to a normal pedaling force according to the execution of the regenerative braking.

  The operation of HV_ECU 320, which is a vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart, will be described with reference to FIGS.

  Assume that the vehicle is running. Further, it is assumed that the EV switch 42 is turned on by the driver and the engine 120 is in a stopped state.

  At this time, when the driver releases the depression of the accelerator pedal, the vehicle is decelerated. Furthermore, when the driver depresses the brake pedal 100, a braking force is generated in the vehicle, and the vehicle is decelerated according to the generated braking force.

  Since EV switch 42 is turned on (YES in S100), if SOC is larger than a predetermined value A (YES in S106), a regenerative braking cut command signal is transmitted to MG_ECU 300 and brake ECU 340 ( S108).

  At this time, regenerative braking is not performed, and the braking force expressed in the braking device 170 increases. Therefore, as shown in FIG. 5, all of the braking force (total braking force) generated in the vehicle according to the depression force of the brake pedal 100 is due to the hydraulic brake by the braking device 170.

  At this time, as shown by the broken line in FIG. 5, the amount of braking force generated when regenerative braking control is performed is reduced, so that the braking force by the braking device 170 is increased to compensate for the reduced portion. Therefore, the total braking force that appears in the vehicle is substantially the same as when regenerative braking control is performed. As described above, the braking force is exerted on the vehicle, so that the vehicle is decelerated. Further, noise due to regenerative braking control is not generated because regenerative braking control is not performed.

  If SOC is equal to or smaller than predetermined value A (NO in S106), transmission of the regenerative braking cut command signal to MG_ECU 300 and brake ECU 340 is stopped (S110). Therefore, regenerative braking is performed. That is, the total braking force is expressed by the braking force by the hydraulic brake by the braking device 170 and the braking force by the regenerative braking control shown by the broken line in FIG. In this way, the vehicle is decelerated by the occurrence of the braking force.

  On the other hand, it is assumed that the vehicle is running with the EV switch 42 turned off. At this time, it is assumed that the internal combustion engine is being started. In addition, it is assumed that the vehicle travels in a residential area at night, that is, a vehicle satisfies a predetermined condition.

  When the driver releases the accelerator pedal and depresses the brake pedal, the vehicle is decelerated. At this time, even if EV switch 42 is off (NO in S100), SOC is determined in advance in order to satisfy predetermined conditions for position information and time information (YES in S102, YES in S104). If greater than the obtained value A (YES in S106), a regenerative braking cut command signal is transmitted to MG_ECU 300 and brake ECU 340 (S108). At this time, regenerative braking is not performed, and the braking force expressed in the braking device 170 increases. Therefore, as shown in FIG. 6, the braking force (total braking force) that appears in the vehicle in accordance with the depression force of the brake pedal consists of a hydraulic brake by the braking device 170 and an engine brake by the engine 120.

  At this time, as indicated by the broken line in FIG. 6, the amount of braking force generated when regenerative braking control is performed is reduced, so that the braking force by the braking device 170 is increased to compensate for the reduced portion. Therefore, the total braking force that appears in the vehicle is substantially the same as when regenerative braking control is performed. As described above, the braking force is exerted on the vehicle, so that the vehicle is decelerated. Further, noise due to regenerative braking control is not generated because regenerative braking control is not performed.

  If SOC is equal to or smaller than predetermined value A (NO in S106), transmission of the regenerative braking cut command signal to MG_ECU 300 and brake ECU 340 is stopped (S110). Therefore, regenerative braking is performed. That is, the total braking force is expressed by the braking force by the hydraulic brake by the braking device 170 and the braking force by the regenerative braking control shown by the broken line in FIG. In this way, the vehicle is decelerated by the occurrence of the braking force.

  As described above, according to the control apparatus for a vehicle according to the present embodiment, the ratio of the regenerative braking control among the braking forces generated in the vehicle at the time of braking of the vehicle decreases. Noise can be suppressed. Further, since the braking device is controlled so that the braking force increases, the overall braking force of the vehicle at the time of braking does not decrease. Therefore, it is possible to prevent the driver from feeling uncomfortable with the braking force of the vehicle because the ratio of the braking force by the regenerative braking control has decreased. Furthermore, since the reduction of the regenerative braking force can be performed without newly installing components, an increase in cost due to an increase in the number of components can be suppressed. Furthermore, when the driver desires to travel by EV, there is a possibility that the driver intends to suppress noise generated from the vehicle. Therefore, when it is determined that the EV switch is on, noise can be suppressed according to the driver's intention by reducing the ratio of the braking force by the regenerative braking control. Furthermore, as a predetermined condition, if conditions for the position of the vehicle and the current time are set, regenerative braking control is performed in response to the driver performing a braking operation at night or when the vehicle travels in a residential area. By reducing the ratio of the braking force by the noise, noise can be suppressed according to the situation outside the vehicle. Therefore, a vehicle control device, a control method, and a computer-implemented program for controlling the control method for a vehicle, and a program for suppressing the noise generated by regenerative braking during braking according to the state of the vehicle while suppressing an increase in cost, and the program are recorded. Recording media can be provided.

<Second Embodiment>
Hereinafter, a vehicle control device according to a second embodiment of the present invention will be described. The vehicle on which the vehicle control device according to the present embodiment is mounted has a control structure for a program executed by HV_ECU 320 in comparison with the configuration of the vehicle on which the vehicle control device according to the first embodiment described above is mounted. Is different. The other configuration is the same as the configuration of the vehicle on which the vehicle 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.

  In the present embodiment, when it is determined whether HV_ECU 320 is in the EV traveling state or one of the states satisfying the above-described predetermined condition, the SOC of traveling battery 220 is On the condition that it is larger than the predetermined value A, the ratio of the braking force by the regenerative braking control at the time of braking the vehicle is reduced by a predetermined ratio, and the braking force expressed in the braking device 170 is increased. Thus, it is characterized in that it is controlled. The “predetermined ratio” is set so that the noise during regenerative braking is at an acceptable level.

  In other words, in the present embodiment, regenerative braking command unit 510 in the functional block diagram described with reference to FIG. 3 has brake ECU 340 when EV switch 42 is on and SOC is greater than a predetermined value A. And a regenerative braking reduction command signal is transmitted with respect to MG_ECU300.

  Further, the regenerative braking command unit 510 says that the current position of the vehicle is within a predetermined range on the map and the current time is within a predetermined time zone even when the EV switch 42 is OFF. When the predetermined condition is satisfied and the SOC is larger than the predetermined value A, a regenerative braking reduction command signal is transmitted to the brake ECU 340 and MG_ECU 300.

  Further, regenerative braking command unit 510 stops transmission of the regenerative braking reduction command signal to brake ECU 340 and MG_ECU 300 when EV switch 42 is off and does not satisfy a predetermined condition. Alternatively, regenerative braking command unit 510 may transmit a regenerative braking reduction release signal to brake ECU 340 and MG_ECU 300.

  In response to the reception of the regenerative braking reduction command signal from HV_ECU 320, MG_ECU 300 reduces the ratio of the braking force by the regenerative braking control during braking by a predetermined ratio. The predetermined ratio may be set to the same ratio regardless of the pedaling force, or may be set to a different ratio each time the pedaling force changes. The embodiment is not particularly limited.

  Further, the brake ECU 340 controls the hydraulic power source 112 so that the braking force generated in the braking device 170 increases in response to the reception of the regenerative braking reduction command signal from the HV_ECU 320. Specifically, the brake ECU 340 controls the braking device 170 so as to compensate for the reduced braking force by reducing the ratio of the braking force by the regenerative braking control.

  Hereinafter, with reference to FIG. 7, a control structure of a program executed by HV_ECU 320, which is the vehicle control apparatus according to the present embodiment, will be described.

  In the flowchart shown in FIG. 7, the same steps as those in the flowchart shown in FIG. 4 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S208, HV_ECU 320 executes a regenerative braking reduction command. Specifically, HV_ECU 320 transmits a regenerative braking reduction command signal to MG_ECU 300 and brake ECU 340.

  When receiving the regenerative braking reduction command signal, MG_ECU 300 reduces the ratio of the braking force by the regenerative braking control by a predetermined ratio when the accelerator pedal is released and the vehicle is decelerated.

  In addition, the brake ECU 340 controls the braking force generated in the braking device 170 to increase in accordance with the reduction in the braking force ratio by the regenerative braking control. Specifically, the hydraulic pressure in the hydraulic circuit 106 is increased by the hydraulic source 112 and the clamping pressure of the brake pad against the brake disc 80 is increased by the wheel cylinder 70.

  In S210, HV_ECU 320 executes regenerative braking reduction cancellation. Specifically, HV_ECU 320 stops transmission of the regenerative braking reduction command signal to MG_ECU 300 and brake ECU 340. Alternatively, the HV_ECU 320 may transmit a regenerative braking reduction release signal to the MG_ECU 300 and the brake ECU 340.

  When the MG_ECU 300 does not receive the regenerative braking reduction command signal or receives the regenerative braking reduction release signal, the reduced regenerative braking force when the accelerator pedal is released and the vehicle is decelerated during traveling of the vehicle. Regenerative braking control is performed so that

  Also, the brake ECU 340 controls the braking device 170 so that the increased braking force becomes a braking force corresponding to the normal pedaling force by returning to the normal control of the regenerative braking.

  The operation of HV_ECU 320, which is a vehicle control apparatus according to the present embodiment based on the structure and flowchart as described above, will be described with reference to FIG.

  Assume that the vehicle is running. Further, it is assumed that the EV switch 42 is turned on by the driver and the engine 120 is in a stopped state.

  At this time, when the driver releases the depression of the accelerator pedal, the vehicle is decelerated. Furthermore, when the driver depresses the brake pedal 100, a braking force is generated in the vehicle, and the vehicle is decelerated according to the generated braking force.

  Since EV switch 42 is on (YES in S100), if SOC is greater than predetermined value A (YES in S106), a regenerative braking reduction command signal is transmitted to MG_ECU 300 and brake ECU 340 ( S208).

  At this time, since the ratio of the braking force by the regenerative braking control is reduced, the regenerative braking force is reduced. Moreover, the braking force that is generated in the braking device 170 increases. Therefore, as shown in FIG. 8, the region occupied by the regenerative braking force in the braking force (total braking force) generated in the vehicle according to the depression force of the brake pedal 100 is the normal regenerative braking shown by the broken line in FIG. Small compared to the ratio of braking force by control. Further, the predetermined ratio is set so that the reduced noise at the time of regenerative braking becomes an acceptable level. Therefore, noise caused by regenerative braking control generated in the vehicle is suppressed to a small level.

  As described above, according to the vehicle control apparatus of the present embodiment, a predetermined ratio is obtained by reducing the ratio of the braking force by the regenerative braking control during the braking of the vehicle by a predetermined ratio. Is set so that the noise is at an acceptable level, noise generated due to regenerative braking control can be reduced to a small level.

  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 control block diagram of the hybrid vehicle which concerns on 1st Embodiment. It is a figure which shows the structure of a braking device. It is a functional block diagram which shows the structure of HV_ECU. It is a flowchart which shows the control structure of the program performed by HV_ECU which is the control apparatus of the vehicle which concerns on 1st Embodiment. It is FIG. (1) which shows the relationship between the brake pedal depression force and braking force in 1st Embodiment. FIG. 6 is a diagram (No. 2) illustrating a relationship between a brake pedal depression force and a braking force in the first embodiment. It is a flowchart which shows the control structure of the program performed by HV_ECU which is a control apparatus of the vehicle which concerns on 2nd Embodiment. It is a figure which shows the relationship between the brake pedal depression force and braking force in 2nd Embodiment.

Explanation of symbols

  42 EV switch, 70 wheel cylinder, 80 brake disc, 100 brake pedal, 102 master cylinder, 104 stroke simulator, 106 hydraulic circuit, 108 master cylinder pressure sensor, 110 switching solenoid valve, 112 hydraulic source, 120 engine, 122 intake passage, 122A air cleaner, 122B air flow meter, 122C electronic throttle valve, 124 exhaust passage, 124A air-fuel ratio sensor, 124B three-way catalytic converter, 124C catalyst temperature sensor, 124D silencer, 140 motor generator, 140A motor, 140B generator, 160 drive wheel, 170 Braking device, 180 reduction gear, 200 power split mechanism, 220 battery for traveling, 240 inverter, 242 converter, 2 0 battery ECU, 280 engine ECU, 300 MG_ECU, 320 HV_ECU, 330 vehicle speed sensor, 340 brake ECU, 350 water temperature detection sensor, 352 crank position sensor, 360 multi-display control ECU, 380 navigation system, 400 input I / F, 500 arithmetic Processing unit, 502 EV switch determination unit, 504 position condition determination unit, 506 time condition determination unit, 508 SOC determination unit, 510 regenerative braking command unit, 600 storage unit, 700 output I / F.

Claims (18)

A control device for a vehicle using an internal combustion engine and a rotating electrical machine as driving sources, wherein each wheel of the vehicle is provided with a braking device that expresses a braking force, and the vehicle is supplied with electric power to the rotating electrical machine. A power storage mechanism is mounted, and at the time of deceleration of the vehicle, regenerative braking control is executed in the rotating electrical machine,
Detecting means for detecting the remaining capacity of the power storage mechanism;
Whether the vehicle is in any one of a first state in which the vehicle is driven only by a rotating electrical machine and a second state in which information related to a situation outside the vehicle satisfies a predetermined condition A determination means for determining
When it is determined that the state is one of the first state and the second state, and the detected remaining capacity is greater than a predetermined value, the vehicle is braked. Reducing means for reducing the ratio of braking force by the regenerative braking control;
And a control means for controlling the braking device so as to increase a braking force developed in the braking device. The controller is
Position detecting means for detecting position information of the vehicle;
And a time detection means for detecting the current time,
The vehicle control device according to claim 1, wherein the predetermined condition is a condition for the position information and the current time.   The predetermined condition is that the position of the vehicle based on the position information is within a predetermined range on a map, and the current time is within a predetermined time zone corresponding to night. The vehicle control device according to claim 2, which is a condition.   The control device further includes means for canceling the prohibition of the regenerative braking when it is determined that the control device is not in any of the first state and the second state. 4. The vehicle control device according to any one of 3.   5. The vehicle control device according to claim 1, further comprising means for canceling a reduction in regenerative braking when the remaining capacity is equal to or less than a predetermined value. 6.   The vehicle control device according to claim 1, wherein the reducing means includes means for reducing a ratio of a braking force by the regenerative braking control to zero during braking of the vehicle.   The vehicle control according to any one of claims 1 to 5, wherein the reducing means includes means for reducing a ratio of a braking force by the regenerative braking control by a predetermined ratio during braking of the vehicle. apparatus.   The vehicle control device according to claim 1, wherein the control unit includes a unit for controlling the braking device so that the braking force is increased by an amount reduced by the reduction unit. A vehicle control method using an internal combustion engine and a rotating electrical machine as driving sources, wherein each wheel of the vehicle is provided with a braking device that generates a braking force, and the vehicle is supplied with electric power to the rotating electrical machine. A power storage mechanism is mounted, and at the time of deceleration of the vehicle, regenerative braking control is executed in the rotating electrical machine,
Detecting a remaining capacity of the power storage mechanism;
Whether the vehicle is in any one of a first state in which the vehicle is driven only by a rotating electrical machine and a second state in which information related to a situation outside the vehicle satisfies a predetermined condition Determining
When it is determined that the state is one of the first state and the second state, and the detected remaining capacity is greater than a predetermined value, the vehicle is braked. A reduction step of reducing the ratio of the braking force by the regenerative braking control;
And a control step of controlling the braking device so as to increase a braking force developed in the braking device. The control method is:
Detecting position information of the vehicle;
Detecting the current time, and
The vehicle control method according to claim 9, wherein the predetermined condition is a condition for the position information and the current time.   The predetermined condition is that the position of the vehicle based on the position information is within a predetermined range on a map, and the current time is within a predetermined time zone corresponding to night. The vehicle control method according to claim 10, which is a condition.   The method according to claim 9, further comprising a step of releasing the prohibition of the regenerative braking when it is determined that the control method is neither one of the first state and the second state. The vehicle control method according to any one of the above.   The vehicle control method according to any one of claims 9 to 12, wherein the control method further includes a step of canceling the reduction of regenerative braking when the remaining capacity is equal to or less than a predetermined value.   The vehicle control method according to claim 9, wherein the reducing step includes a step of reducing a ratio of a braking force by the regenerative braking control to zero during braking of the vehicle.   The vehicle control method according to claim 9, wherein the reducing step includes a step of reducing a ratio of a braking force by the regenerative braking control by a predetermined ratio at the time of braking of the vehicle.   The vehicle control method according to any one of claims 9 to 15, wherein the control step includes a step of controlling the braking device such that the braking force is increased by an amount reduced in the reduction step.   A program for realizing the control method according to any one of claims 9 to 16 by a computer.   A recording medium on which a program for realizing the control method according to claim 9 is recorded by a computer.

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