JP2010093990A - Device and method for controlling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the power for operating a drive circuit of a rotary electric machine in a vehicle having the rotary electric machine as a power source. <P>SOLUTION: In the vehicle having a motor as the power source, an ECU outputs shut down instructions to an inverter which is the drive circuit of the motor, so as to shut-down the motor with the creep cut, when a shift position SP is in a travel position (YES at S100), the vehicle is stopped (YES at S102), and creep cut conditions are satisfied (YES at S104), a torque (MG(2) torque) of the motor is approximately zero (YES at S106), and a brake depressing force Fb exceeds a threshold f1 (YES at S108). Thereby, the switching operation of the inverter is stopped. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a vehicle including a rotating electrical machine as a power source, and more particularly to control of a drive circuit of the rotating electrical machine.

  In auto-matching transmission (A / T) vehicles, when the driver has selected a driving position (forward position or reverse position) as the shift position, the vehicle is propelled at a slow speed even if the accelerator pedal is not depressed. A driving force to be generated (hereinafter also referred to as “creep torque”) is generated. An electric vehicle that generates a driving force of a vehicle by a motor employs a configuration that generates a creep force by an output torque of the motor.

  Japanese Patent Laying-Open No. 2008-92683 (Patent Document 1) discloses a vehicle that controls driving torque output by an electric motor, a creep torque calculating unit that calculates creep torque as driving torque when a predetermined condition is satisfied, and a vehicle A drive torque control device for a vehicle is disclosed that includes a creep torque limiting unit that limits creep torque based on a state quantity representing vehicle motion before stopping.

According to the drive torque control device disclosed in Japanese Patent Application Laid-Open No. 2008-92683, fuel efficiency is improved by limiting the creep torque while generating the creep torque to ensure vehicle controllability.
JP 2008-92683 A

  Conventionally, when the shift position is the traveling position, the inverter that controls the vehicle driving motor is always controlled to be in an operating state in order to immediately respond to the driving request of the driver. Therefore, even when the creep torque is limited and it is not necessary to drive the vehicle driving motor, power is consumed to maintain the inverter in the operating state.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to reduce electric power for operating a drive circuit of a rotating electrical machine in a vehicle including the rotating electrical machine as a power source. A control device and a control method are provided.

  A control device according to a first aspect of the invention controls a vehicle including a rotating electrical machine as a power source. The control device includes a drive circuit that controls the rotating electrical machine, a torque control unit that controls the creep torque that propels the vehicle at a low speed even when there is no acceleration request by the driver by controlling the drive circuit, And a circuit state control unit that controls the drive circuit so that the state of the drive circuit is either an operating state in which the rotating electrical machine can be driven or a stopped state in which the rotating electrical machine cannot be driven. The torque control unit executes creep cut control for reducing the creep torque when a predetermined torque cut condition is satisfied. The circuit state control unit controls the drive circuit to a stop state when a stop condition including a condition that the creep cut control is being executed is satisfied.

  In the control device according to the second aspect of the present invention, the torque cut condition includes a condition that a value indicating the degree of demand for the brake torque of the vehicle by the driver exceeds a predetermined first value. The stop condition further includes a condition that a value indicating the required degree of brake torque exceeds a second value that is larger than the first value. .

  In the control device according to the third aspect of the present invention, when executing the creep cut control, the torque control unit decreases the creep torque at a predetermined rate. The stop condition further includes a condition that the output torque of the rotating electrical machine is substantially zero.

  In the control device according to the fourth aspect of the invention, the stop condition further includes a condition that the vehicle speed is substantially zero.

  In the control device according to the fifth invention, the stop condition further includes a condition that the shift position of the vehicle is a travel position for propelling the vehicle.

  A control device according to a sixth aspect of the invention controls a vehicle including a rotating electrical machine as a power source. The control device includes a drive circuit that controls the rotating electrical machine, a torque control unit that controls the creep torque that propels the vehicle at a low speed even when there is no acceleration request by the driver by controlling the drive circuit, And a circuit state control unit that controls the drive circuit so that the state of the drive circuit is either an operating state in which the rotating electrical machine can be driven or a stopped state in which the rotating electrical machine cannot be driven. The torque control unit is configured to increase the creep torque at a predetermined rate when a torque cut condition including a condition that a value indicating the degree of demand for the brake torque of the vehicle by the driver exceeds a predetermined first value is satisfied. Execute creep cut control to decrease. The circuit state control unit has a condition that creep cut control is being executed, a condition that the value indicating the required degree of brake torque exceeds a second value that is larger than the first value, and the output torque of the rotating electrical machine is substantially The drive circuit is controlled to be stopped when all of the conditions of zero, the condition that the vehicle speed is substantially zero, and the condition that the shift position of the vehicle is a traveling position for propelling the vehicle are satisfied.

  In the control device according to the seventh aspect of the present invention, the circuit state control unit is configured such that when the drive circuit is in the stopped state, the condition that the rate of decrease in the value indicating the required degree of brake torque exceeds a predetermined speed, The condition that the value indicating the degree of request is lower than the second value, the condition that the torque cut condition is not satisfied, the condition that the driver has requested acceleration, and the required value of the output torque of the rotating electrical machine is substantially zero. When at least one of the conditions of greater than is satisfied, the drive circuit is switched from the stopped state to the activated state.

  A control method according to an eighth aspect of the present invention is a control method performed by a vehicle control device including a rotating electrical machine as a power source, and the vehicle is provided with a drive circuit that is connected to the control device and controls the rotating electrical machine. The control method includes a step of controlling a creep torque for propelling the vehicle at a slow speed by controlling the drive circuit, even when there is no acceleration request from the driver, and an operation in which the state of the drive circuit can drive the rotating electrical machine. And a step of controlling the drive circuit so as to be in any one of a state and a stopped state in which the rotating electrical machine cannot be driven. The step of controlling the creep torque executes creep cut control for reducing the creep torque when a predetermined torque cut condition is satisfied. The step of controlling the drive circuit controls the drive circuit to a stop state when a stop condition including a condition that the creep cut control is being executed is satisfied.

  According to the present invention, the power for operating the drive circuit can be reduced because the drive circuit is stopped during creep cut control that does not require the rotating electrical machine to be driven.

  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.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle provided with the control apparatus which concerns on this Embodiment is demonstrated. The vehicle to which the control device according to the present invention can be applied is not limited to the hybrid vehicle shown in FIG. 1 as long as the vehicle uses at least a motor as a power source. For example, it may be a hybrid vehicle having another aspect or an electric vehicle.

  Hybrid vehicle includes an engine 120, a motor generator 140A (MG (2) 140A), and a motor generator 140B (MG (1) 140B). In the following, for convenience of explanation, MG (2) 140A and MG (1) 140B are also referred to as motor generator 140 when they are explained without distinction.

  The motor generator 140 functions as a generator or a motor depending on the traveling state of the hybrid vehicle. The rotating shaft of the motor generator 140 transmits a driving force to the driving wheels 180 via the drive shaft 170. The vehicle travels with the driving force from motor generator 140. Regenerative braking is performed when motor generator 140 functions as a generator. When motor generator 140 functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 180, and transmits a drive of the drive wheels 180 to the engine 120 and the motor generator 140, and an input. Power split mechanism that shaft 210 is connected to the crankshaft of engine 120 and distributes the power generated by engine 120 into a path that is transmitted to drive wheel 180 via output shaft 220 and a path that is transmitted to MG (1) 140B. 200, battery 150 that stores electric power for driving motor generator 140, and inverter that performs current control while mutually converting DC power of battery 150 and AC power of MG (2) 140A and MG (1) 140B 154, high so that hybrid vehicles can operate most efficiently Including ECU8000 for controlling the entire lid system.

  The inverter 154 includes a bridge circuit including upper and lower switching elements for three phases. Inverter 154 drives motor generator 140 to function as a motor or a generator in accordance with a control signal from ECU 8000.

  Inverter 154 converts DC power of battery 150 into AC power and supplies it to motor generator 140 when motor generator 140 functions as a motor. The inverter 154 controls the electric power supplied to the motor generator 140 so that the motor generator 140 has a rotation speed and a rotation direction required by a control signal from the ECU 8000.

  Further, a boost converter 152 is provided between the battery 150 and the inverter 154. This is because the rated voltage of the battery 150 is lower than the rated voltage of the MG (2) 140A or MG (1) 140B, so when power is supplied from the battery 150 to the MG (2) 140A or MG (1) 140B, The boost converter 152 boosts the power. Note that when the battery 150 is charged with the power generated by the MG (2) 140A or the MG (1) 140B, the power is stepped down by the boost converter.

  Resolver circuits 142A and 142B, a shift position sensor 504, an accelerator opening sensor 508, an engine speed sensor 510, a vehicle speed sensor 512, and a brake pedal force sensor 516 are connected to the ECU 8000 via a harness or the like. ing.

  The resolver circuit 142A detects the rotational position θ2 of the rotor of the MG (2) 140A. The resolver circuit 142B detects the rotational position θ1 of the rotor of the MG (1) 140B. The shift position sensor 504 detects the position of the shift lever 502 (shift position SP) provided so as to be movable along the shift path formed in the shift gate 100. The accelerator opening sensor 508 detects the opening of the accelerator pedal 506 (accelerator opening ACC). Engine rotation speed sensor 510 detects the rotation speed (engine speed NE) of a crankshaft that is the output shaft of engine 120. The vehicle speed sensor 512 detects the rotational speed of the drive shaft 170 as the vehicle speed V. The brake depression force sensor 516 detects the depression force (brake depression force Fb) of the brake pedal 514 by the driver. The brake pedaling force Fb is a value indicating the degree of demand for the brake torque of the hybrid vehicle by the driver. When the brake pedaling force Fb increases, the brake torque acting on the vehicle increases. Each sensor transmits a signal representing the detection result to ECU 8000.

  ECU 8000 includes resolver circuits 142A and 142B, shift position sensor 504, accelerator position sensor 508, engine speed sensor 510, vehicle speed sensor 512, a map stored in a ROM (Read Only Memory), Based on the program, the devices are controlled so that the vehicle is in a desired running state.

  ECU 8000 drives the vehicle when shift position SP is either the forward position (D position) or the reverse position (R position) (hereinafter also referred to as “travel position” without distinguishing between D position and R position). MG (2) 140A and MG (1) 140B are controlled so as to generate torque to be generated.

  Further, ECU 8000 generates creep torque even when shift position SP is the traveling position and accelerator pedal 506 is not operated (when accelerator opening degree ACC is 0 percent).

  FIG. 2 shows a functional block diagram when ECU 8000 serving as the vehicle control apparatus according to the present embodiment generates creep torque. In the following description, a case where the creep torque is realized by the output torque of MG (2) 140A will be described. Note that the creep torque may be realized by the output torque of MG (2) 140A and engine 120.

  The ECU 8000 stores an input interface 8100 that receives information from each sensor and the like, and various information, programs, threshold values, maps, and the like, and data is read or stored from the arithmetic processing unit 8200 as necessary. Storage unit 8300, an arithmetic processing unit 8200 that performs arithmetic processing based on information from input interface 8100 and storage unit 8300, and an output interface 8400 that outputs a processing result of arithmetic processing unit 8200 to each device.

  Arithmetic processing unit 8200 includes a torque control unit 8210 and a shutdown control unit 8220.

  The torque control unit 8210 executes control for generating creep torque (hereinafter referred to as “creep control”) when a predetermined creep torque generation condition is satisfied. Specifically, torque control unit 8210 sets MG (2) torque request value Tm2 (MG (2) 140A output torque request value) according to vehicle speed V and accelerator opening ACC when the creep torque generation condition is satisfied. The Tm2 command is output to the inverter 154 to calculate and output the torque corresponding to the MG (2) torque request value Tm2 to the MG (2) 140A as the creep torque. Here, the creep torque generation condition is a condition that the shift position SP is the traveling position and the accelerator opening ACC is 0%. The creep torque generation conditions are not limited to such conditions.

  Torque control unit 8210 executes creep cut control for reducing creep torque (that is, MG (2) torque request value Tm2) to substantially zero when a predetermined creep cut condition is satisfied during creep control. At this time, the torque control unit 8210 performs rate processing for reducing the creep torque to substantially zero at a predetermined rate in order to suppress a sudden change in driving force. Here, the creep cut condition is a condition that the vehicle speed V is lower than the threshold value v0 and the brake pedaling force Fb exceeds the threshold value f0. In other words, when the vehicle is almost stopped with the brake torque applied, unnecessary power energy consumed by the MG (2) 140A is reduced by suppressing generation of unnecessary creep torque. . The creep cut conditions are not limited to such conditions.

  Shutdown control unit 8220 controls MG (2) 140A to either the shutdown state or the non-shutdown state in consideration of the control state of creep torque by torque control unit 8210.

  In the shutdown state, a shutdown command is output from the shutdown control unit 8220 to the inverter 154. When the shutdown command is output, the inverter 154 is stopped. When the inverter 154 is in a stopped state, the operation of each switching element of the inverter 154 is stopped, so that power for operating each switching element (power consumed by the driving circuit for switching) can be saved. (2) 140A cannot be driven.

  On the other hand, in the non-shutdown state, the shutdown command is not output. In a state where the shutdown command is not output, the inverter 154 is in an operating state. When the inverter 154 is in an operating state, power for making the inverter 154 in an operating state is always consumed, but the MG (2) 140A can be driven immediately in response to a driving request from the driver.

  Note that it takes a certain amount of time to switch MG (2) 140A from the shutdown state to the non-shutdown state (that is, to switch inverter 154 from the stopped state to the operating state). That is, when MG (2) 140A is in the shutdown state, it takes a certain time to release the shutdown state and to enable MG (2) 140A to be driven.

  Shutdown control unit 8220 controls MG (2) 140A to be in a shutdown state by setting the above-described creep cut condition (reducing creep torque to substantially zero) as one condition, and operating inverter 154. Reduce the power consumed to make the state.

  Each function described above may be realized by software, or may be realized by hardware. In the following description, when the above-described function is realized by software (specifically, when the CPU that is the arithmetic processing unit 8200 executes the program stored in the storage unit 8300, the above-described function is realized). ).

  Hereinafter, a control structure of a program executed by ECU 8000 will be described with reference to FIG. Note that the ECU 8000 functions as the torque control unit 8210 described above by executing this program. This program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is abbreviated as S) 10, ECU 8000 determines whether or not a creep torque generation condition is satisfied. When the creep torque generation condition is satisfied (YES in S10), the process proceeds to S20. Otherwise (NO in S10), this process ends.

  In S20, ECU 8000 determines whether or not a creep cut condition is satisfied. The creep cut condition is a condition that, as described above, the vehicle speed V is lower than the threshold value v0 and the brake pedaling force Fb exceeds the threshold value f0. If the creep cut condition is satisfied (YES in S20), the process proceeds to S30. Otherwise (NO in S20), the process proceeds to S40.

  In S30, ECU 8000 executes creep cut control. As described above, the creep cut control is executed, so that the creep torque (that is, the MG (2) torque request value Tm2) is reduced to substantially zero at a predetermined rate.

  In S40, ECU 8000 executes creep control. That is, as described above, ECU 8000 calculates MG (2) torque request value Tm2 (MG (2) 140A output torque request value) according to vehicle speed V and accelerator opening ACC, and this MG (2). A torque corresponding to torque request value Tm2 is output to inverter 154 as a Tm2 command that causes MG (2) 140A to output the torque as a creep torque.

  A control structure of a program executed by ECU 8000 when MG (2) 140A is shut down will be described with reference to FIG. Note that the ECU 8000 functions as a part of the above-described shutdown control unit 8220 by executing this program.

  In S100, ECU 8000 determines whether or not shift position SP is the traveling position. If it is the traveling position (YES in S100), the process proceeds to S102. Otherwise (NO in S100), the process proceeds to S112.

  In S102, ECU 8000 determines whether or not the vehicle is stopped (that is, whether or not vehicle speed V is substantially zero). If the vehicle is stopped (YES in S102), the process proceeds to S104. Otherwise (NO in S102), the process proceeds to S112.

  In S104, ECU 8000 determines whether or not a creep cut condition is satisfied. Here, the creep cut condition is a condition that the vehicle speed V is lower than the threshold value v0 and the brake pedaling force Fb exceeds the threshold value f0 as described above. If the creep cut condition is satisfied (YES in S104), the process proceeds to S106. Otherwise (NO in S104), the process proceeds to S112.

  In S106, ECU 8000 determines whether or not MG (2) torque request value Tm2 is substantially zero. Note that an MG (2) torque estimated value may be calculated based on the detection result of the resolver circuit 142A, and it may be determined whether or not the calculated MG (2) torque estimated value is substantially zero. If MG (2) torque request value Tm2 is substantially zero (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process proceeds to S112.

  In S108, ECU 8000 determines whether or not brake pedal force Fb exceeds threshold value f1. This threshold value f1 is set to a value larger than the threshold value f0 used for the creep cut condition. That is, the case where the brake depression force Fb exceeds the threshold value f1 is a case where the driver depresses the brake pedal 514 with a force sufficiently stronger than when the creep cut condition is satisfied. If brake pedal force Fb exceeds threshold value f1 (YES in S108), the process proceeds to S110. Otherwise (NO in S108), the process proceeds to S112.

  In S110, ECU 8000 outputs a shutdown command to inverter 154 so as to execute shutdown of MG (2) 140A accompanying the creep cut. As a result, the inverter 154 is stopped.

  In S112, ECU 8000 does not execute shutdown of MG (2) 140A accompanying the creep cut. That is, ECU 8000 does not output a shutdown command to inverter 154. As a result, the inverter 154 is activated.

  With reference to FIG. 5, the control structure of the program executed by ECU 8000 when releasing the shutdown of MG (2) 140A will be described. Note that the ECU 8000 functions as a part of the above-described shutdown control unit 8220 by executing this program.

  In S200, ECU 8000 determines whether or not MG (2) 140A accompanying the creep cut is being shut down. If shutdown is in progress (YES in S200), the process proceeds to S202. Otherwise (NO in S200), this process ends.

  In S202, ECU 8000 determines whether or not brake brake force Fb decreasing speed ΔFb exceeds a predetermined speed. If decrease speed ΔFb of brake pedaling force Fb exceeds a predetermined speed (YES in S202), the process proceeds to S212. Otherwise (NO in S202), the process proceeds to S204.

  In S204, ECU 8000 determines whether or not brake pedal force Fb is lower than threshold value f1. As described above, the threshold value f1 is a value larger than the threshold value f0 used for the creep cut condition. If brake pedal force Fb falls below threshold value f1 (YES in S204), the process proceeds to S212. Otherwise (NO in S204), the process proceeds to S206.

  In S206, ECU 8000 determines whether or not the creep cut condition is not established. If the creep cut condition is not satisfied (YES in S206), the process proceeds to S212. Otherwise (NO in S206), the process proceeds to S208.

  In S208, ECU 8000 determines whether or not accelerator opening ACC exceeds a predetermined opening (whether or not there is a request for acceleration by the driver). If accelerator opening ACC exceeds predetermined opening (YES in S208), the process proceeds to S212. Otherwise (NO in S208), the process proceeds to S210.

  In S210, ECU 8000 determines whether or not the absolute value of MG (2) torque request value Tm2 is greater than zero. Note that it may be determined whether or not the absolute value of the above-described MG (2) torque estimated value is greater than zero.

  In S212, ECU 8000 cancels the shutdown of MG (2) 140A accompanying the creep cut. That is, ECU 8000 stops outputting the shutdown command. As a result, the inverter 154 that has been in the stopped state is switched to the operating state.

  In S214, ECU 8000 continues to shut down MG (2) 140A accompanying the creep cut. That is, ECU 8000 continues outputting the shutdown command and maintains inverter 154 in a stopped state.

  The operation of ECU 8000 serving as the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIG.

  FIG. 6 is a timing chart of the shift position SP, the brake depression force Fb, the MG (2) torque request value Tm2, and the MG (2) shutdown command. In FIG. 10, MG (2) torque request value Tm2 is assumed to correspond to creep torque.

  If the creep torque generation condition is satisfied at time t1 in response to the shift position SP being switched from the parking position (P position) to the D position (YES in S10), the creep cut condition is not satisfied (in S20). NO), creep control is executed (S40). Thereby, MG (2) torque request value Tm2 is increased to a predetermined value, and creep torque is generated.

  When the creep cut condition is satisfied when the brake pedal force Fb exceeds f0 at time t2 (S20), creep cut control is executed (S30). In this creep cut control, rate processing is performed. That is, as shown in FIG. 10, MG (2) torque request value Tm2 is gradually decreased at a predetermined rate, and is decreased to substantially zero at time t3.

  Thereafter, when the driver depresses the brake pedal 514 more strongly, the vehicle stops at time t4 and the brake pedal force Fb reaches f1, at time t4, the shift position SP is at the D position (traveling position). Yes (YES in S100), stopped (YES in S102), creep cut condition (condition of vehicle speed V <v0 and brake pedaling force Fb> f0) is established (YES in S104), and MG (2) Torque request value Tm2 is substantially zero (YES in S106), and brake pedal force Fb exceeds threshold f1 (YES in S108). Therefore, at time t4, a shutdown command is output to inverter 154 (S110). Thereby, when MG (2) torque request value Tm2 is substantially zero (that is, when it is not necessary to generate creep torque), inverter 154 can be brought into a stopped state. Therefore, the electric power for making inverter 154 into an operating state can be reduced, and fuel consumption can be improved.

  Further, the MG (2) torque request value Tm2 is gradually decreased at a predetermined rate from the time when the creep cut condition is satisfied (time t2). Therefore, when a shutdown command is output to the inverter 154 at time t2, a sudden change in driving force occurs. In order to prevent this, in the present embodiment, one of the conditions for outputting the shutdown command is that the MG (2) torque request value Tm2 is substantially zero in addition to the establishment of the creep cut condition. Is set to

  When brake pedal force Fb falls below threshold value f1 at time t5 thereafter (YES in S204), the output of the shutdown command is stopped, and the shutdown of MG (2) 140A is released (S212). At the subsequent time t6, if the creep cut condition is not satisfied due to the brake pedal force Fb being reduced below the threshold value f0 (NO in S20), the creep control is executed again, and the MG (2) torque The required value Tm2 is increased (S40).

  In the present embodiment, the threshold value f1 of the brake pedal force Fb used for releasing the shutdown is set to a value larger than the threshold value f0 used for the creep cut condition. That is, the shutdown is executed only when the driver depresses the brake pedal 514 with a force sufficiently stronger than when the creep cut condition is satisfied, and when it is not so, the shutdown is immediately released. Therefore, as shown in FIG. 6, a certain amount of time is ensured from the shutdown cancellation time (time t5) to the increase start time (time t6) of the MG (2) torque request value Tm2. Therefore, the response delay of creep torque accompanying the shutdown release delay is suppressed.

  Further, in the present embodiment, when the driver suddenly stops the depression of the brake pedal 514 in order to operate the accelerator pedal 506, the time until the start of the increase of the MG (2) torque request value Tm2 is shortened. Considering this, when the decrease speed ΔFb of the brake pedal force Fb exceeds the predetermined speed (YES in S202), the shutdown is immediately canceled (S212). That is, the shutdown is released earlier than the time point when the brake pedal force Fb falls below the threshold value f1. Therefore, the response delay of creep torque accompanying the release delay of shutdown is appropriately suppressed.

  As described above, according to the control device of the present embodiment, the inverter is brought into a stopped state on the condition that the creep cut control is being executed. For this reason, it is possible to reduce the electric power for bringing the inverter into an operating state during creep cut that does not require the motor to be driven.

  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 embodiment of this invention is mounted. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart (the 1) which shows the control structure of ECU. It is a flowchart (the 2) which shows the control structure of ECU. It is a flowchart (the 3) which shows the control structure of ECU. It is a timing chart of MG (2) shutdown command controlled by ECU.

Explanation of symbols

  100 shift gate, 120 engine, 140, 140A, 140B motor generator, 142A, 142B resolver circuit, 150 battery, 152 boost converter, 154 inverter, 160 speed reducer, 170 drive shaft, 180 drive wheels, 200 power split mechanism, 210 inputs Shaft, 220 output shaft, 502 shift lever, 504 shift position sensor, 506 accelerator pedal, 508 accelerator opening sensor, 510 engine speed sensor, 512 vehicle speed sensor, 514 brake pedal, 516 brake pedal force sensor, 8000 ECU, 8100 input interface 8200 arithmetic processing unit, 8210 torque control unit, 8220 shutdown control unit, 8300 storage unit, 8400 output interface.

Claims (8)

A vehicle control device including a rotating electrical machine as a power source,
A drive circuit for controlling the rotating electrical machine;
By controlling the drive circuit, a torque control unit that controls a creep torque that propels the vehicle at a slow speed even when there is no acceleration request by the driver;
A circuit state controller that controls the drive circuit so that the state of the drive circuit is either an operating state in which the rotating electrical machine can be driven or a stopped state in which the rotating electrical machine cannot be driven,
The torque control unit executes creep cut control for reducing the creep torque when a predetermined torque cut condition is satisfied,
The circuit state control unit is a vehicle control device that controls the drive circuit to the stop state when a stop condition including a condition that the creep cut control is executed is satisfied. The torque cut condition includes a condition that a value indicating a degree of request for brake torque of the vehicle by a driver exceeds a predetermined first value,
2. The vehicle control device according to claim 1, wherein the stop condition further includes a condition that a value indicating a request degree of the brake torque exceeds a second value that is larger than the first value. The torque control unit, when executing the creep cut control, reduces the creep torque at a predetermined rate,
The vehicle control device according to claim 1, wherein the stop condition further includes a condition that an output torque of the rotating electrical machine is substantially zero.   The vehicle control device according to claim 1, wherein the stop condition further includes a condition that a vehicle speed is substantially zero.   The vehicle control device according to claim 1, wherein the stop condition further includes a condition that a shift position of the vehicle is a travel position for propelling the vehicle. A vehicle control device including a rotating electrical machine as a power source,
A drive circuit for controlling the rotating electrical machine;
By controlling the drive circuit, a torque control unit that controls a creep torque that propels the vehicle at a slow speed even when there is no acceleration request by the driver;
A circuit state controller that controls the drive circuit so that the state of the drive circuit is either an operating state in which the rotating electrical machine can be driven or a stopped state in which the rotating electrical machine cannot be driven,
The torque control unit determines the creep torque when a torque cut condition including a condition that a value indicating a degree of brake torque demand of the vehicle by the driver exceeds a predetermined first value is satisfied. Execute creep cut control to decrease at a rate of
The circuit state control unit includes: a condition that the creep cut control is being executed; a condition that a value indicating the degree of request for the brake torque exceeds a second value that is greater than the first value; The drive circuit when all of the conditions that the output torque of the vehicle is substantially zero, the condition that the vehicle speed is substantially zero, and the condition that the shift position of the vehicle is a traveling position for propelling the vehicle are satisfied. A vehicle control device that controls the vehicle to the stop state.   The circuit state control unit is configured such that when the drive circuit is in the stop state, a condition that the rate of decrease in the value indicating the required degree of brake torque exceeds a predetermined speed, and the value indicating the required degree of brake torque is The condition that the torque cut condition is not satisfied, the condition that the driver has requested acceleration, and the required value for the output torque of the rotating electrical machine is greater than substantially zero. The vehicle control device according to claim 2, wherein the drive circuit is switched from the stop state to the operation state when at least one of the following conditions is satisfied. A control method performed by a vehicle control device including a rotating electrical machine as a power source, wherein the vehicle includes a drive circuit that is connected to the control device and controls the rotating electrical machine,
The control method is:
Controlling the drive circuit to control a creep torque for propelling the vehicle at a slow speed even when there is no acceleration request by the driver;
Controlling the drive circuit so that the state of the drive circuit is either an operating state in which the rotating electrical machine can be driven or a stopped state in which the rotating electrical machine cannot be driven,
The step of controlling the creep torque executes creep cut control for reducing the creep torque when a predetermined torque cut condition is satisfied,
The step of controlling the drive circuit is a vehicle control method in which the drive circuit is controlled to the stop state when a stop condition including a condition that the creep cut control is executed is satisfied.

Images