JP2010114978A - Regeneration control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress fluctuation in regeneration sound during deceleration due to the prominence of the regeneration sound in the operating range of a motor in a resonance frequency band when during the deceleration of a vehicle, the motor for running is operated as a generator to regenerate the kinetic energy of the vehicle. <P>SOLUTION: Regenerative torque is reduced in operating ranges A1, A2, A3 in a resonance frequency band and regenerative torque is increased in operating ranges B1, B2 in a non-resonance frequency band. Specifically, a table in which a correction value to regenerative torque or corrected regenerative torque is defined in correspondence with vehicle speed (motor rotation frequency) is used. This table is referred to and a regenerative torque command is given according to vehicle speed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle regeneration control device that includes a motor for driving a vehicle and regenerates kinetic energy of the vehicle when the vehicle is decelerated.

    A hybrid vehicle (HV vehicle) or an electric vehicle (EV vehicle) includes a motor (motor generator) for driving the vehicle, and when propelling the vehicle, the motor is operated as an electric motor and the wheels are driven by the output torque for propulsion. Can do.

    On the other hand, when the vehicle decelerates, the motor can be operated as a generator to regenerate the kinetic energy of the vehicle. More specifically, by operating the motor as a generator (generating regenerative torque) and converting the regenerative torque into electric power, this electric power is collected in the battery and a braking force is generated on the wheels, so-called Regenerative braking can be performed.

  At the time of such regenerative braking, vibration due to regenerative torque is generated in the motor, and noise due to transmission of this vibration, that is, regenerative sound is generated.

Therefore, in the technique described in Patent Document 1, a vibration having a phase opposite to that generated by the motor during regenerative braking of the vehicle is applied to the mount device for mounting the motor and the drive unit including the power transmission system on the vehicle. With the function of the active mount to be generated, the vibration generated by the regenerative torque is canceled by the vibration control of the mount to reduce the regenerative sound.
JP 2007-255556 A

  However, the technique described in Patent Document 1 requires a mounting device (active mount) having a function of generating vibrations in the opposite phase to the vibration source, which increases the cost.

  The present invention has been made in view of such a situation, and an object of the present invention is to provide a vehicle regeneration control device that can improve regenerative sound during regeneration by a motor with a simple configuration.

  For this reason, in the present invention, during regeneration by the motor, the fluctuation of the regenerative sound between the operation regions is reduced in at least one of the operation region in the resonance frequency band of the motor and the operation region in the non-resonance frequency band. The configuration is such that the regenerative torque is corrected in the direction.

  More specifically, the configuration is such that the regenerative torque is decreased in the operation region of the resonance frequency band of the motor and / or the regenerative torque is increased in the operation region of the non-resonance frequency band.

  The regenerative sound during regeneration by the motor fluctuates due to the natural vibration of the motor and the structural resonance determined by the vehicle, and the regenerative sound is prominent in the operating region of the motor's resonant frequency band compared to the operating region of the non-resonant frequency band. By doing so, the passengers feel uncomfortable.

  According to the present invention, it is possible to correct the regenerative torque to reduce the fluctuation of the regenerative sound between the operation areas, and to reduce the uncomfortable feeling that the regenerative sound greatly fluctuates with the change of the operation area during deceleration. Can do.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a sectional view of a vehicle drive device for a hybrid vehicle according to an embodiment of the present invention, and FIG. 2 is a schematic diagram thereof. This will be mainly described with reference to FIG.

  This vehicle drive device includes, on the same axis, an engine ENG, a motor generator MG1 that functions as both a motor and a generator and operates mainly as a generator, and a motor generator MG2 that mainly operates as a motor.

  The engine ENG is an internal combustion engine, and includes a fuel injection device, an ignition device, and a throttle valve (all not shown), and the output can be adjusted by these controls. The output shaft 1 of the engine ENG becomes an output shaft 3 through a torsion damper 2, and extends through the hollow rotary shaft 4 of the motor generator MG1.

  The motor generator MG1 includes an inner rotor 5 attached to the rotary shaft 4 and embedded with a plurality of permanent magnets, and an outer stator 6 formed by winding a three-phase coil, and serves as both an electric motor and a generator. It mainly operates as a generator (current is generated in the coil on the stator 6 side by the rotation of the rotor 5).

  The motor generator MG2 includes an inner rotor 8 attached to the rotary shaft 7 and embedded with a plurality of permanent magnets, and an outer stator 9 formed by winding a three-phase coil, and serves as both an electric motor and a generator. It mainly operates as an electric motor (rotor 8 is rotated by a magnetic field generated by a current supplied to a coil on the stator 9 side).

  Further, a power distribution mechanism PSD and a speed reduction mechanism RD are provided between the motor generators MG1 and MG2.

  The power distribution mechanism PSD is a planetary gear mechanism including an inner sun gear 10, an outer ring gear 11, an intermediate pinion gear 12, and a planetary carrier 13 that supports the pinion gear 12. 10 shafts, the ring gear 11 shaft, and the carrier 13 shaft serve as power input / output shafts. When the power input / output to any two of these three shafts is determined, the remaining power is determined based on these. The power input / output to / from one axis is determined.

  Output shaft 1 (3) of engine ENG is connected to carrier 13 of power distribution mechanism PSD, and rotation shaft 4 of motor generator MG1 is connected to sun gear 10 of power distribution mechanism PSD. Further, the rotating shaft 7 of the motor generator MG2 is connected to the ring gear 11 of the power distribution mechanism PSD via the speed reduction mechanism RD. Then, power is taken out from the ring gear 11.

  The speed reduction mechanism RD is a planetary gear mechanism that includes an inner sun gear 14, an outer ring gear 15, an intermediate pinion gear 16, and a planetary carrier 17 that supports the pinion gear 16. Is fixed. Therefore, the rotation of the sun gear 14 is decelerated and transmitted to the ring gear 15.

  The rotating shaft 7 of the motor generator MG2 is connected to the sun gear 14 of the speed reduction mechanism RD. On the other hand, the ring gear 15 of the speed reduction mechanism RD and the ring gear 11 of the power distribution mechanism PSD are formed on the inner periphery of the same ring gear case 18 and rotate together.

  A counter drive gear 19 for taking out the power is provided on the outer periphery of the ring gear case 18 of the power distribution mechanism PSD (and the speed reduction mechanism RD). The counter drive gear 19 causes the intermediate shaft 21 to pass through the counter driven gear 20. To drive.

  The intermediate shaft 21 is provided with a final drive gear 22, and the final drive gear 22 drives a differential device DEF provided on the axle of the drive wheel via a final driven gear 23.

  During deceleration of the vehicle, regenerative braking is performed by operating motor generator MG2 as a generator. At this time, engine ENG is stopped and motor generator MG1 is also stopped (idling state).

  Next, a power supply system to motor generators MG1 and MG2 will be described with reference to FIGS. 3 is a schematic diagram, and FIG. 4 is a circuit diagram.

  The power supply system includes a battery 30 formed of a secondary battery such as nickel metal hydride or lithium ion, and a power control unit (hereinafter referred to as “PCU”) 31. PCU 31 includes a boost converter 32 that boosts a DC voltage supplied from battery 30 and inverters 33 and 34 that convert the DC voltage from boost converter 32 to an AC voltage and supply the AC voltage to motor generators MG1 and MG2. .

  When the motor generators MG1 and MG2 operate as generators, AC voltages from the motor generators MG1 and MG2 are converted into DC voltages by the inverters 33 and 34, and then stepped down by the boost converter 32. The battery 30 is charged.

  As shown in FIG. 4, boost converter 32 includes a capacitor 35, a reactor 36, and a boost power module (hereinafter referred to as “boost IPM”; IPM = Intelligent Power Module) 37. The step-up IPM 37 includes insulated gate bipolar transistors (hereinafter referred to as “IGBT”) Q1, Q2 and diodes D1, D2 used as power switching elements.

  Capacitor 35 is connected between a power supply line and a ground line of battery 30, smoothes the DC voltage supplied from battery 30, and supplies the smoothed DC voltage to reactor 36 (or conversely from reactor 36. The DC voltage is smoothed, and the battery 30 is charged with the smoothed DC voltage).

  Reactor 36 has one end connected to the power supply line of capacitor 35 and the other end connected to an intermediate point between IGBT Q1 and IGBT Q2 (between the emitter of IGBT Q1 and the collector of IGBT Q2). .

  The IGBT · Q1 and the IGBT · Q2 are connected in series, the collector of the IGBT · Q1 is connected to the power supply line of the inverters 33 and 34 (capacitor 38) in the subsequent stage, and the emitter of the IGBT · Q2 is connected to the ground line.

  In addition, diodes D1 and D2 that flow current from the emitter side to the collector side are connected between the collector and emitter of each of the IGBTs Q1 and Q2.

  Here, when the IGBT / Q2 on the ground side is turned on, the voltage of the battery 30 (capacitor 35) is charged in the reactor 36, and as a result, the voltage in the reactor 36 increases. When the voltage in the reactor 36 increases, the IGBT / Q2 on the ground side is turned OFF, and at this time, a back electromotive force is generated in the IGBT / Q2. Then, the electric power charged in the reactor 36 caused by the generated back electromotive force flows to the inverters 33 and 34 (capacitor 38 side) through the diode D1 on the power source side. Thus, the DC voltage supplied from the battery 30 (capacitor 35) is boosted and supplied to the inverters 33 and 34 (capacitor 38) according to the period when the IGBT / Q2 on the ground side is turned on.

  As shown in FIG. 4, the inverter 33 includes a capacitor 38 and an inverter power module (inverter IPM) 39. The inverter IPM 39 includes insulated gate bipolar transistors (IGBTs) Q3 to Q8 used as power switching elements and diodes D3 to D8.

  As shown in FIG. 4, the inverter 34 includes a capacitor 38 shared with the inverter 33 and an inverter power module (inverter IPM) 40. Similarly to the inverter IPM 39, the inverter IPM 40 includes six insulated gate bipolar transistors (IGBTs) Q3 to Q8 used as power switching elements and diodes D3 to D8.

  Capacitor 38 smoothes the DC voltage from boost converter 32 and supplies the smoothed DC voltage to inverter IPMs 39 and 40 (or conversely smoothes and smooths the DC voltage from inverter IPMs 39 and 40). DC voltage is supplied to boost converter 32).

  The inverter IPMs 39 and 40 convert the DC voltage from the capacitor 38 into an AC voltage by PWM control (control for generating a voltage whose pulse width is modulated at a constant period in order to obtain a pseudo sine wave), thereby generating a motor generator. Supply to MG1 and MG2 (or conversely convert AC voltage from motor generators MG1 and MG2 to DC voltage and supply to capacitor 38). In parallel between the power line of capacitor 38 and the ground line, A U-phase arm, a V-phase arm, and a W-phase arm are provided.

  The U-phase arm includes two IGBTs Q3 and Q4 in series between the power supply line and the ground line of the capacitor 38, and diodes D3 and D4 are connected in antiparallel to the IGBTs Q3 and Q4, respectively.

  The V-phase arm also includes two IGBTs Q5 and Q6 in series between the power supply line and the ground line of the capacitor 38, and diodes D5 and D6 are connected in antiparallel to the IGBTs Q5 and Q6, respectively.

  The W-phase arm also includes two IGBTs Q7 and Q8 in series between the power supply line and the ground line of the capacitor 38, and diodes D7 and D8 are connected in antiparallel to the IGBTs Q7 and Q8, respectively.

  The intermediate point of each U, V, W phase arm is connected to the other end of each U, V, W phase coil that is star-connected at one end of each of motor generators MG1, MG2. That is, the intermediate point of IGBTs Q3 and Q4 is connected to the U-phase coil, the intermediate point of IGBTs Q5 and Q6 is connected to the V-phase coil, and the intermediate point of IGBTs Q7 and Q8 is connected to the W-phase coil. .

  Therefore, by controlling the ratio between the ON period of the IGBT on the power supply side and the ON period of the IGBT on the ground side in accordance with the sine wave voltage to each phase of U, V, and W, pseudo alternating current Motor generators MG1 and MG2 can be driven by obtaining a voltage.

  Conversely, the AC voltage generated by motor generators MG1 and MG2 is converted into a DC voltage by PWM control in inverter IPMs 39 and 40, and the converted DC voltage is supplied to boost converter 32 via capacitor 38 to be stepped down. The battery 30 can be charged.

  As shown in FIG. 3, the electronic control unit (ECU) includes an engine ECU 41 for controlling the engine ENG (its fuel injection device, ignition device, throttle valve, etc.), and motor generators MG1, MG2 (details). Is provided with a step-up converter 32 and a motor ECU 42 for controlling the inverters 33, 34), and further, a hybrid ECU 43 for integrally controlling the engine ECU 41 and the motor ECU 42 is provided.

  The hybrid ECU 43 determines an operation mode (engine travel mode, motor travel mode, etc.) based on signals from various sensors including an accelerator opening sensor 44, a vehicle speed sensor 45, etc., determines an engine torque and a motor torque, Commands the engine ECU 41 and the motor ECU 42.

  Based on the engine torque command value from the hybrid ECU 43, the engine ECU 41 controls the fuel injection device, ignition device, throttle valve, and the like of the engine ENG to obtain a desired engine torque.

  The motor ECU 42 performs PWM control on the boost converter 32 and the inverters 33 and 34 based on the motor torque command value from the hybrid ECU 43 to obtain a desired motor torque.

  In particular, the motor generator MG2 is controlled as follows.

  When the vehicle is propelled (during normal operation) and in the motor running mode, the motor generator MG2 is operated as an electric motor, but the motor torque command value is set so that torque according to the motor torque command value is generated. Accordingly, the inverter 34 is PWM controlled.

  When the vehicle is decelerating (during regenerative braking), motor generator MG2 is operated as a generator, but inverter 34 is PWM-controlled according to the regenerative torque command value so that regenerative braking is performed according to the regenerative torque command value. To do.

  By the way, in the hybrid vehicle described above, during regenerative braking, the motor generator MG2 recovers energy to generate regenerative sound that is an operation sound.

  Such regenerative sound fluctuates due to the natural vibration of the motor and the structural resonance determined by the vehicle, and thus gives a sense of discomfort (discomfort) to the passengers in the passenger compartment.

  FIG. 5 shows the relationship between vehicle speed (motor rotation speed) and regenerative sound (regenerative sound noise level) for each regenerative torque (shown by a solid line), and the operation range (vehicle speed range) A1, A2, At A3, the regenerative sound (noise level) is larger than the non-resonant frequency band operation areas (vehicle speed areas) B1 and B2, and the regenerative sound fluctuates with changes in the operation area (decrease in vehicle speed) during deceleration. This shows that the passengers feel uncomfortable.

  Although the resonance level changes depending on the motor rotation speed (rotation frequency), in the drive system of this embodiment, the motor rotation speed is uniquely determined by the vehicle speed, so the vehicle speed is used as a parameter instead of the motor rotation speed. can do.

  On the other hand, assuming that the regenerative torque (regenerative braking torque) is smaller than the required deceleration torque (required braking torque), conventionally, the regenerative torque (motor) (Current) was controlled to be constant (shown by a solid line in FIG. 6). This is to increase the amount of regeneration.

  Therefore, in the present embodiment, the operation regions in the resonance frequency band (operation regions in which resonance may occur) A1, A2, and A3, and the operation regions in the non-resonance frequency band (operation regions in which resonance does not occur) B1 and B2 In at least one of the operating regions, the regenerative torque (motor current) is corrected so as to reduce the fluctuation of the regenerative sound between the operating regions.

  More specifically, the regenerative torque is decreased in the operation areas A1, A2, and A3 in the resonance frequency band of the motor and / or the regenerative torque is increased in the operation areas B1 and B2 in the non-resonance frequency band. .

  More desirably, as shown in FIG. 6 (shown by a dotted line), the regenerative torque is obtained in the operation areas A1, A2, and A3 in the resonance frequency band of the motor so as to show the relationship between the vehicle speed (motor rotational speed) and the regenerative torque (motor current). And the regenerative torque is increased in the operation regions B1 and B2 in the non-resonant frequency band. FIG. 6 shows the regenerative torque after correction (shown by the dotted line) with respect to the basic regenerative torque (shown by the solid line), and the difference corresponds to the correction value.

  That is, by reducing the regenerative torque (motor current) in the operation regions A1, A2, and A3 in the resonance frequency band, protrusion of regenerative sound in the region can be suppressed.

  Further, by increasing the regenerative torque (motor current) in the operation regions B1 and B2 in the non-resonant frequency band, it is possible to eliminate the drop of regenerative sound in the region.

  As a result, the vehicle speed-regenerative sound characteristic shown by the dotted line in FIG. 5 is obtained, the fluctuation of the regenerative sound in the vehicle interior during regeneration is eliminated, and the sense of incongruity (discomfort) during deceleration is eliminated. In addition, a linear sound feeling can be obtained, and the merchantability of the vehicle can be improved.

  Specific control will be described with reference to the flowchart of FIG.

  This regenerative control routine is executed every predetermined time by the hybrid ECU 43 (or the motor ECU 42) under a predetermined regenerative control condition (during deceleration operation).

  Here, the predetermined regenerative control condition is, for example, a condition in which the accelerator opening degree = 0, the vehicle speed V ≧ decelerated operation with a predetermined value, and the charge amount SOC of the battery 30 is less than a limit value.

  In S1, the signal of the vehicle speed sensor 45 which is a vehicle speed detection means (motor rotation speed detection means) is read, and the vehicle speed V is detected.

  In S2, a regenerative torque correction value (correction coefficient) is obtained based on the detected vehicle speed V with reference to a table that defines a correction value (regenerative torque correction value) for the regenerative torque according to the vehicle speed (motor rotation speed). .

  In S3, the regenerative torque is corrected by the regenerative torque correction value (correction coefficient) obtained in S2, and the regenerated torque after correction is obtained.

  The corrected regenerative torque may be obtained directly from the table, assuming that the table used in S2 has the corrected regenerative torque determined according to the vehicle speed (motor rotation speed).

  In S4, regenerative torque control is performed based on the corrected regenerative torque (command value) obtained in S3. That is, the motor current is controlled by PWM-controlling the inverter 34 according to the regenerative torque command value so as to perform regenerative braking according to the regenerative torque command value.

  A vehicle speed-regenerative torque correction value (or regenerative torque after correction) table (also referred to as a map) used in S2 is indicated by a dotted line in FIG. 6 so as to obtain a vehicle speed-regenerative sound characteristic as indicated by a dotted line in FIG. The regenerative torque is reduced so as to reduce the regenerative sound in the operating range (vehicle speed range) A1, A2, A3 of the motor resonance frequency band. On the contrary, in the non-resonant frequency band driving regions (vehicle speed regions) B1 and B2, the regenerative torque is increased so as to increase the regenerative sound.

  Therefore, the above table shows the regenerative torque correction value according to the vehicle speed (motor rotation speed) so that the change of the regenerative sound (change of the noise level of the regenerative sound) becomes smooth with respect to the change of the vehicle speed (motor rotation speed). (Or regenerative torque after correction).

  According to the present embodiment, during regeneration by the motor, between the operation regions in at least one of the operation regions A1, A2, A3 in the resonance frequency band of the motor and the operation regions B1, B2 in the non-resonance frequency band. Since the configuration is such that the regenerative torque is corrected so as to reduce the fluctuation of the regenerative sound, it is possible to reduce the uncomfortable feeling that the regenerative sound fluctuates greatly with a change in the operation region during deceleration.

  Moreover, according to this embodiment, since it was set as the structure which reduces regenerative torque in operation area | region A1, A2, A3 of the said resonance frequency band, the protrusion of the regenerative sound in the said area | region can be suppressed, and regenerative sound is suppressed. In addition to reducing fluctuations in noise, it is possible to reduce the noise level.

  Moreover, according to this embodiment, since it was set as the structure which increases regenerative torque in the driving | operation area | region B1, B2 of the said non-resonant frequency band, the fall of the regenerative sound in the said area | region is decreased, and the fluctuation | variation of regenerative sound is reduced. Can contribute. When the basic command value for regenerative torque is set near the limit value in order to increase the regenerative amount, the increase in regenerative torque is small, but the basic command value for regenerative torque is set relatively low. When it is, the regenerative torque increase is large and the effect is great.

  Further, according to the present embodiment, the configuration is such that the regenerative torque is decreased in the operation regions A1, A2, and A3 in the resonance frequency band, and the regenerative torque is increased in the operation regions B1 and B2 in the non-resonance frequency band. Therefore, the fluctuation of the regenerative sound can be reduced more effectively to eliminate the uncomfortable feeling during deceleration, and a linear sound feeling can be obtained.

  Further, according to the present embodiment, the table having the correction value for the regenerative torque or the regenerative torque after the correction determined according to the rotation speed of the motor is detected by the rotation speed detection means with reference to this table. Since the configuration is such that a regenerative torque command is provided in accordance with the rotational speed of the motor, optimal regenerative torque control can be performed over the entire rotational speed range, and desired regenerative sound characteristics can be easily obtained.

  That is, by setting the correction value for the regenerative torque or the regenerative torque after the correction according to the rotation speed of the motor so that the change of the regenerative sound becomes smooth with respect to the change of the rotation speed of the motor, Ideal regenerative sound characteristics can be easily obtained.

  Further, it is possible to perform control more simply by using vehicle speed detection means instead of the rotation speed detection means and performing regenerative torque correction according to the vehicle speed.

  Next, a case where cooperative control is performed with the hydraulic brake device will be described.

  As shown in FIG. 3, a brake ECU 47 that controls the hydraulic brake device 46 is provided, and cooperative control is performed with the hybrid ECU 43.

  FIG. 8 is a flowchart of regenerative torque control in the case of cooperative control.

  This regenerative control routine is executed at predetermined time intervals under a predetermined regenerative control condition (during deceleration operation) while communicating with the brake ECU 47 by the hybrid ECU 43.

  In S11, as described later, the brake ECU 47 receives the requested deceleration torque (required braking torque) Treq calculated and transmitted based on the brake pedal operation amount.

  In S12, the regenerative torque upper limit value Tgmax is calculated based on the state of the battery 30 (charge amount SOC, temperature) and the vehicle speed V.

  The battery 30 is charged with a larger charging current as the larger regenerative torque is generated. However, the upper limit of the regenerative energy that can be received by the battery 30 is limited by the charge amount SOC and the temperature of the battery 30. The upper limit of regenerative energy that can be generated by motor generator MG2 is limited by vehicle speed V. Therefore, the upper limit of the regenerative torque is limited by the charge amount SOC of the battery 30, the temperature, and the vehicle speed V. Therefore, the regenerative torque upper limit value Tgmax is obtained from these.

  In S13, the required deceleration torque Treq and the regenerative torque upper limit value Tgmax are compared to determine the magnitude. When Treq ≧ Tgmax, the routine proceeds to S14, where the regenerative torque Tgt = the regenerative torque upper limit value Tgmax. On the other hand, if Treq <Tgmax, the process proceeds to S15, where regenerative torque Tgt = required deceleration torque Treq. That is, the smaller of the required deceleration torque Treq and the regenerative torque upper limit value Tgmax is selected to set the regenerative torque Tgt.

  In S16, the signal of the vehicle speed sensor 45 which is a vehicle speed detection means (motor rotation speed detection means) is read, and the vehicle speed V is detected.

  In S17, a table in which a correction value (regenerative torque correction value) K for the regenerative torque is determined according to the vehicle speed V (motor rotation speed) and the regenerative torque correction value (correction coefficient) is determined based on the detected vehicle speed V. Find K.

  In S18, the regenerative torque Tgt set in S14 or S15 is corrected by the regenerative torque correction value (correction coefficient) K obtained in S17 to obtain a regenerative torque Tgt after correction (Tgt = Tgt · K).

  In S19, the corrected regenerative torque Tgt and the required deceleration torque Treq are compared, and only when Tgt> Treq, the process proceeds to S20 and Tgt = Treq is set. This is to prevent the required deceleration torque Treq from being exceeded when the correction to the increase side of the regenerative torque Tgt is performed in S17.

  In S21, regenerative torque control is performed based on the corrected regenerative torque Tgt (command value) obtained in S18 (or regulated in S20). That is, the motor current is controlled by PWM-controlling the inverter 34 according to the regenerative torque command value so as to perform regenerative braking according to the regenerative torque command value.

  In S22, the final regenerative torque (command value) Tgt is transmitted to the brake ECU 47 so as to generate the hydraulic braking torque so as to compensate for the increase / decrease in the regenerative torque.

  FIG. 9 is a flowchart of the brake fluid pressure control executed by the brake ECU 47 in parallel with the regeneration control routine of FIG.

  The hydraulic pressure control routine is executed every predetermined time during deceleration operation while communicating with the hybrid ECU 43 by the brake ECU 47.

  In S31, a required deceleration torque (required braking torque) Treq is calculated based on the brake operation amount. The amount of brake operation can be detected from the hydraulic pressure of the master cylinder in the hydraulic brake device 46.

  In S32, a required deceleration torque (required braking torque) Treq is transmitted to the hybrid ECU 43 for cooperative control.

  In S33, the final regenerative torque (regenerative braking torque) Tgt is received from the hybrid ECU 43.

  In S34, the hydraulic braking torque Tbt = Treq−Tgt is calculated by subtracting the regenerative torque (regenerative braking torque) Tgt from the required deceleration torque (required braking torque) Treq.

  In S35, hydraulic brake control is performed based on the hydraulic braking torque Tbt (command value) obtained in S34. That is, the hydraulic brake device 46 is controlled in accordance with the hydraulic braking torque command value so as to perform hydraulic braking in accordance with the hydraulic braking torque command value.

  According to the present embodiment, the hydraulic brake device 46 mounted on the vehicle is instructed to generate hydraulic braking torque so as to compensate for the increase or decrease of the regenerative torque by the regenerative torque correcting means (S16 to S18). By providing the hydraulic brake control means (S34, S35), it is possible to obtain a braking force without excess or deficiency regardless of the increase / decrease correction of the regenerative torque.

  Further, according to the present embodiment, the required deceleration torque calculating means (S31) that calculates the required deceleration torque based on the operation amount of the brake pedal when the vehicle is decelerated, and the regenerative torque upper limit value based on the state of the battery and the vehicle speed. Regenerative torque upper limit calculating means (S12) to be calculated; regenerative torque setting means (S13 to S15) for selecting a smaller one of the required deceleration torque and the regenerative torque upper limit value to set the regenerative torque; A hydraulic brake control means (S34, S35) for subtracting the regenerative torque from the required deceleration torque to calculate a hydraulic braking torque and issuing a hydraulic braking torque command to the hydraulic brake device; The regenerative torque is corrected by correcting the regenerative torque set by the regenerative torque setting means (S13 to S15) by the regenerative torque correction means (S17, S18). Despite the increase or decrease correction of the click, it is possible to obtain a braking force just enough.

Sectional drawing of the vehicle drive device of the hybrid vehicle which concerns on one Embodiment of this invention Schematic diagram of the vehicle drive device Schematic diagram of power supply system and electronic control unit for motor generator Circuit diagram of the power supply system Diagram showing the relationship between vehicle speed (motor speed) and regenerative sound (noise level) Diagram showing the relationship between vehicle speed (motor speed) and regenerative torque Regenerative control flowchart Flow chart of regenerative control when performing cooperative control with hydraulic brake device Flow chart of hydraulic brake control

Explanation of symbols

ENG Engine MG1 Motor generator MG2 Motor generator PSD Power distribution mechanism RD Deceleration mechanism DEF Differential device 1, 3 Engine output shaft 2 Torsion damper 4 Rotating shaft 5 Rotor 6 Stator 7 Rotating shaft 8 Rotor 9 Stator 10 Sun gear 11 Ring gear 12 Pinion gear 13 Planetary carrier 14 Sun gear 15 Ring gear 16 Pinion gear 17 Planetary carrier 18 Ring gear case 19 Counter drive gear 20 Counter driven gear 21 Intermediate shaft 22 Final drive gear 23 Final driven gear 30 Battery 31 PCU (power control unit)
32 Boost Converter 33 MG1 Inverter 34 MG2 Inverter 35 Capacitor 36 Reactor 37 Boost IPM (Power Module)
38 Capacitor 39, 40 Inverter IPM (Power Module)
41 Engine ECU
42 Motor ECU
43 Hybrid ECU
44 Accelerator opening sensor 45 Vehicle speed sensor 46 Hydraulic brake device 47 Brake ECU

Claims (9)

A regenerative control device for a vehicle that includes a motor for driving the vehicle, operates the motor as a generator when the vehicle decelerates, and regenerates kinetic energy of the vehicle,
During regeneration by the motor, regenerative torque in a direction to reduce fluctuations of regenerative sound between the operation areas in at least one of the operation areas of the resonance frequency band and the non-resonance frequency band of the motor. A regenerative torque correction means for correcting the regenerative torque is provided.   The vehicle regeneration control apparatus according to claim 1, wherein the regeneration torque correction unit is configured to reduce the regeneration torque in an operation region of the resonance frequency band.   2. The vehicle regeneration control device according to claim 1, wherein the regeneration torque correction means increases the regeneration torque in the operation region of the non-resonant frequency band.   2. The regenerative torque correction means is configured to reduce regenerative torque in the operation region of the resonance frequency band and increase regenerative torque in the operation region of the non-resonance frequency band. The vehicle regeneration control device described. A rotation speed detecting means for detecting the rotation speed of the motor;
The regenerative torque correction means has a table in which a correction value for the regenerative torque or a corrected regenerative torque is determined according to the rotation speed of the motor, and the motor detected by the detection means with reference to this table The regenerative torque command according to any one of claims 1 to 4, wherein a regenerative torque command is issued in accordance with the rotational speed of the vehicle.   The table defines a correction value for the regenerative torque or a regenerative torque after the correction according to the rotation speed of the motor so that the change of the regenerative sound becomes smooth with respect to the change of the rotation speed of the motor. The vehicle regeneration control device according to claim 5. In place of the rotation speed detection means, a vehicle speed detection means is provided,
The regenerative torque correcting means has a table in which a correction value for the regenerative torque or a corrected regenerative torque is determined in accordance with the vehicle speed, and the regenerative torque in accordance with the vehicle speed detected by the detecting means is referred to this table. The vehicle regeneration control device according to claim 5 or 6, wherein a torque command is issued.   A hydraulic brake control means for instructing a hydraulic brake device mounted on the vehicle to generate a hydraulic braking torque so as to compensate for an increase or decrease in the regenerative torque by the regenerative torque correction means is provided. The regenerative control device for a vehicle according to any one of claims 1 to 7. Requested deceleration torque calculating means for calculating a requested deceleration torque based on an operation amount of a brake pedal at the time of deceleration of the vehicle;
Regenerative torque upper limit calculating means for calculating the regenerative torque upper limit based on the state of the battery and the vehicle speed;
Regenerative torque setting means for selecting a smaller one of the required deceleration torque and the regenerative torque upper limit value to set the regenerative torque;
A hydraulic brake control means for subtracting the regenerative torque from the required deceleration torque to calculate a hydraulic braking torque and issuing a hydraulic braking torque command to the hydraulic brake device;
With
The vehicle regeneration control device according to any one of claims 1 to 7, wherein the regenerative torque correcting means corrects the regenerative torque set by the regenerative torque setting means.

Images