JP2015058757A - Automobile controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve drivability when a regenerative torque occurs by enabling the adjustment of the regenerative torque even when a brake master cylinder pressure is uncontrolled.SOLUTION: A controller 1 of the present invention controls a regenerative torque so as to be set to a predetermined value of a motor 11 while an accelerator pedal 3 remains open in a condition that a brake pedal 6 is not stepped in, and so as to set, from a target initial value of the regenerative torque the motor 11 generates, a target convergence value of larger pressure than this target initial value and an increase rate of the regenerative torque that gradually increases with an elapse of time between the target initial value and the target convergence value while the accelerator pedal 3 remains open in a condition that the brake pedal 6 is stepped in, but a brake master cylinder pressure of a service bake is zero, or while accelerator pedal 3 remains open in a condition that the brake master cylinder pressure increases by factor of predetermined increments under a step-in operation of the brake pedal 6.

Description

  The present invention relates to an automobile control device.

  In a hybrid vehicle as a passenger car, “cooperative braking” is generally employed in which the regenerative torque is increased in accordance with the brake stroke and the brake master cylinder pressure is decreased accordingly (see, for example, Patent Document 1). Thereby, the recovery efficiency of the electric energy of the hybrid vehicle is improved.

  However, it is preferable from the viewpoint of reliability that a complicated mechanism such as a control device is not interposed between the brake pedal and the brake master cylinder. In addition, the cost increases. Therefore, in a hybrid vehicle as a commercial vehicle such as a truck, the “cooperative brake” as disclosed in Patent Document 1 has not been adopted because of problems of cost increase and reliability.

  On the other hand, in a hybrid vehicle as a commercial vehicle, the brake master cylinder pressure is not controlled by the ON / OFF signal indicating whether or not the brake pedal is depressed (for example, the brake lamp ON / OFF signal) (ie, the brake pedal). The brake master cylinder pressure is increased or decreased only by the stepping-in operation.) The regenerative torque is increased while maintaining the electric power recovery efficiency.

JP 2007-22105 A

  As described above, when the regenerative torque is increased while the brake master cylinder pressure is not controlled, a large regenerative torque is generated by, for example, placing a foot on the brake pedal. As a result, the vehicle decelerates more than expected, and it is considered that the driver has more opportunities to re-accelerate by depressing the accelerator pedal again. This makes it difficult to improve the recovery efficiency and fuel consumption of electric energy. In addition, since a large regenerative torque is generated by, for example, placing a foot on a brake pedal, there is room for improvement in driver drivability.

  Therefore, for example, control for generating a regenerative torque proportional to the brake master cylinder pressure can be considered, but in this case, if the brake master cylinder pressure increases, heat loss due to the service brake increases, so that sufficient regenerative energy cannot be obtained, It is difficult to improve the recovery efficiency and fuel consumption of electric energy.

  In addition to the service brake, the truck is equipped with an auxiliary brake such as a retarder. Conventionally, it is not assumed that these service brakes and auxiliary brakes are used in combination. The reason for this is that, as in the above-described control of the regenerative torque of the hybrid vehicle, cooperative control of the brake master cylinder pressure in accordance with increase / decrease of the deceleration torque of the auxiliary brake is not performed from the viewpoint of reliability.

  If cooperative control between the service brake and the auxiliary brake is realized, the amount of service brake used can be reduced, for example, the life of the brake pad can be extended. Alternatively, if cooperative control between the service brake and the auxiliary brake is realized, the operation of the auxiliary brake can be automated, so that the operability and drivability of the driver can be improved. However, at present, cooperative control between the service brake and the auxiliary brake is not performed.

  An object of the present invention is to provide an automobile control device capable of realizing cooperative control between the deceleration torque of a service brake and the regeneration torque or the deceleration torque of an auxiliary brake while the brake master cylinder pressure is not controlled. To do.

  The present invention includes a service brake that generates a deceleration torque in response to an operation of a brake pedal, and a deceleration torque generation unit that is different from the service brake, and generates the deceleration torque by the service brake or the deceleration torque generation unit. In this control device, the deceleration torque of the deceleration torque generating means is set to a predetermined value when the accelerator pedal is released and the brake pedal is not depressed, and the brake pedal is depressed while the accelerator pedal is released. When the brake master cylinder pressure of the brake is zero, or when the brake master cylinder pressure increases by a predetermined increment by depressing the brake pedal while the accelerator pedal is released, the deceleration torque generating means is generated. From the target initial value of the deceleration torque to be And controls so that between remote pressure up to large target convergent value to set the increase rate of deceleration torque increasing over time.

  For example, the vehicle can be a hybrid vehicle, and the deceleration torque generating means can be a means for generating a regenerative torque of a traveling motor of the hybrid vehicle. Alternatively, the deceleration torque generating means can be means for generating retarder deceleration torque.

  According to the present invention, it is possible to realize cooperative control between the service brake deceleration torque and the regenerative torque or the auxiliary brake deceleration torque while the brake master cylinder pressure is not controlled.

It is a block diagram of the installation form of the control apparatus which concerns on embodiment of this invention. It is a figure which shows the condition of the change of the regenerative torque corresponding to the brake operation by control of the control apparatus of FIG. It is a figure which shows the friction loss part by brake by control by the control apparatus of FIG. 1, and the change of regenerative torque based on the relationship between brake pressure and deceleration. It is a flowchart which shows operation | movement of the control apparatus of FIG.

  A control device 1 according to an embodiment of the present invention will be described with reference to FIGS. The control device 1 is mounted on a hybrid vehicle (not shown). As shown in FIG. 1, the control device 1 acquires the operation information of the accelerator pedal 3 that adjusts the opening degree of the accelerator 2 from the accelerator pedal sensor 4, and the operation information of the brake pedal 6 that adjusts the pressure of the brake master cylinder 5. Is acquired from the brake pedal sensor 7, and the pressure information of the brake master cylinder 5 is acquired from the pressure sensor 8. The brake lamp 9 is lit before the pressure of the brake master cylinder 5 increases due to a light depression of the brake pedal 6.

  The control device 1 controls the inverter 10 based on the acquired various information described above, and adjusts the amount of regenerative torque supplied to the battery 12 from the electric motor 11 to adjust the magnitude of the regenerative torque of the electric motor 11. The hybrid vehicle having the control device 1 generates electric power with the electric motor 11 and collects electric energy during deceleration in the accelerator closed state.

  Next, operation | movement of the control apparatus 1 is demonstrated with reference to FIG. 2 which shows the relationship between the pressure of the brake master cylinder 5, and the regenerative torque of the electric motor 11. FIG. In FIG. 2, the time is taken on the horizontal axis, the pressure of the brake master cylinder 5 is taken as the brake pressure on the upper part of the vertical axis, and the regenerative torque of the motor 11 is taken on the lower part of the vertical axis. 2 indicates the transition of the brake pressure of the brake master cylinder 5 in a certain operating situation, and the lower solid arrow indicates the transition of the regenerative torque of the motor 11 in the operating condition (solid line). Arrow). Note that the brake pressure increases from the lower side to the upper side in FIG. 2, and the regenerative torque increases from the upper side to the lower side in FIG.

  Before time T1, the accelerator pedal 3 is depressed, and at time T1, the accelerator pedal 3 is released and the accelerator opening is zero (that is, the accelerator is closed).

  The control device 1 sets the target value of the regenerative torque to the regenerative torque tr1 when the accelerator pedal 3 is released (that is, the accelerator is closed) at time T1 (lower side in FIG. 2). The regenerative torque tr1 is a predetermined deceleration torque set in advance. The control device 1 controls the inverter 10 based on the set target value of the regenerative torque. As a result, the electric motor 11 generates the regenerative torque tr1. In the following, in order to simplify the description, the steps up to the stage where the control device 1 sets the target value will be described, and the description of the subsequent generation of the regenerative torque of the motor 11 from the control of the inverter 10 will be omitted.

  At time T2, when the accelerator pedal 3 is released and the brake lamp 9 is lit by a light depression operation of the brake pedal 6, but the brake pressure is zero, the control device 1 sets the regenerative torque value to the target initial value. The value is set to the regenerative torque tr2. The regenerative torque tr2 is a regenerative torque that is larger than the regenerative torque tr1. Further, the control device 1 performs the gradual increase of the regenerative torque from the time immediately after the regenerative torque tr2 at time T2 until the regenerative torque tr3 is reached as a target convergence value. The gradual increase from the regenerative torque tr2 to the regenerative torque tr3 is performed at a constant time rate.

  When the brake pedal 6 is further depressed at time T3, the brake pressure increases by ΔP, and the brake pressure P1 is reached, the control device 1 sets the regenerative torque value as the target initial value to the regenerative torque tr4. The regenerative torque tr4 is a regenerative torque that is larger than the regenerative torque tr3. Further, the control device 1 performs the gradual increase of the regenerative torque from the time immediately after the regenerative torque tr4 at time T3 until the regenerative torque tr5 is reached as a target convergence value. Note that the gradual increase from the regenerative torque tr4 to the regenerative torque tr5 is performed at a constant time rate.

  When the brake pedal 6 is further depressed at time T4, the brake pressure further increases by ΔP, and the brake pressure P2 (= 2ΔP) is reached, the control device 1 sets the regenerative torque value as the target initial value to the regenerative torque tr6. To do. The regenerative torque tr6 is a regenerative torque that is larger than the regenerative torque tr5. Further, the control device 1 performs the gradual increase of the regenerative torque from the time immediately after the regenerative torque tr6 at the time T4 until the regenerative torque tr7 is reached as a target convergence value. In addition, the regenerative torque tr7 corresponds to the maximum regenerative torque that can be generated by the electric motor 11. The gradual increase from the regenerative torque tr6 to the regenerative torque tr7 is performed at a constant time rate.

  At time T5, the brake pedal 6 is further depressed and the brake pressure is further increased by ΔP, resulting in a brake pressure P3 (= 3ΔP). However, the regenerative torque tr7 does not increase any more because it is the maximum regenerative torque.

  At time T6, the brake pressure returns from P3 to P2, but the regenerative torque tr7 remains unchanged.

  Since the brake pressure has returned from P2 to P1 at time T7, the control device 1 returns the regenerative torque tr7 to the regenerative torque tr5.

  Since the brake pressure has returned from P1 to P0 at time T8, the control device 1 returns the regenerative torque tr5 to the regenerative torque tr3.

  Since the brake lamp is turned off at time T9, the control device 1 returns the regenerative torque tr3 to the regenerative torque tr1.

  The control device 1 sets the regenerative torque to zero because the accelerator pedal 3 is depressed at time T10.

  Next, the relationship between the brake pressure and the deceleration with respect to the friction loss and the change in the regenerative torque by the control of the control device 1 corresponding to the relationship between the pressure of the rake master cylinder 5 in FIG. 2 and the regenerative torque of the electric motor 11. This will be described with reference to FIG. In FIG. 3, the horizontal axis represents brake pressure, and the vertical axis represents vehicle deceleration. The brake pressure on the horizontal axis increases as it goes to the right. The deceleration on the vertical axis increases as it goes downward.

  In the example of FIG. 3, the regenerative torque reaches the maximum value (tr7) at the point where the brake pressure is about half of the maximum pressure. Thus, the regenerative torque is generated up to the maximum value in the region where the brake pressure is still small. As a result, electric energy can be efficiently recovered by regeneration in a region where the ratio of the friction loss due to the brake is small.

  On the other hand, when the return operation of the brake pedal 6 is performed, it is possible to reduce the regenerative torque as indicated by arrows from the regenerative torque tr5 to the regenerative torque tr3 or the regenerative torque tr7 to the regenerative torque tr5 shown in FIG. Become. For example, when the regenerative torque is tr7, the regenerative torque returns to the regenerative torque tr3 when the brake pedal 6 is returned to about twice as large as −ΔP. On the other hand, when the regenerative torque is tr7, the regenerative torque returns to the regenerative torque tr5 when the brake pedal 6 is returned to a small extent by about −ΔP. In this way, the operation amount of the driver's brake pedal 6 can be reflected in the adjustment of the regenerative torque. According to this, the driver can adjust the deceleration torque as desired by operating the brake pedal 6. As a result, the driver does not have to perform an operation that is disadvantageous for fuel consumption, such as re-acceleration by depressing the accelerator pedal 3. In addition, since the driver can adjust the deceleration torque as desired by operating the brake pedal 6, the operability and drivability of the driver are also improved.

  Next, the operation of the control device 1 will be described with reference to the flowchart of FIG. The condition of “START” in the flowchart of FIG. 4 is a condition that the hybrid vehicle is running at a constant speed or an acceleration running with the accelerator open. Note that the processing of the flowchart of FIG. 4 is processing for one cycle. If the “START” condition is satisfied when the processing ends (END), the flow is executed again.

  In step S1, the control device 1 determines whether or not the accelerator is closed. If it is determined in step S1 that the accelerator is closed, the process proceeds to step S2. On the other hand, if it is determined in step S1 that the accelerator is open, the process repeats step S1. For example, there is a method for detecting the operation state of the accelerator pedal 3.

  In step S2, the control device 1 controls the inverter 10 so that the electric motor 11 generates the regenerative torque tr1. If the regenerative torque tr1 is generated in step S2, the process proceeds to step S3.

  In step S3, the control device 1 determines whether or not the brake lamp 9 is lit. If it is determined in step S3 that the brake lamp 9 has been turned on, the process proceeds to step S4. On the other hand, if it is determined in step S3 that the brake lamp 9 is not lit, the process returns to step S1. As a method for detecting whether or not the brake lamp 9 is lit, for example, an ON / OFF state of a switch of the brake lamp 9 of the brake pedal 6 is detected.

  In step S4, the control device 1 controls the inverter 10 so that the electric motor 11 generates the regenerative torque tr2. In step S4, when the regenerative torque tr2 is generated, the process proceeds to step S5.

  In step S5, the control device 1 determines whether or not the brake pressure has increased by ΔP. If it is determined in step S5 that the brake pressure has increased by ΔP, the process proceeds to step S6. On the other hand, if it is determined in step S5 that the brake pressure has not increased by ΔP, the process proceeds to step S11.

  In step S6, the control device 1 controls the inverter 10 so that the electric motor 11 generates the regenerative torque tr4. When the regenerative torque tr4 is generated in step S6, the process proceeds to step S7.

  In step S7, the control device 1 determines whether or not the brake pressure has increased by ΔP. If it is determined in step S7 that the brake pressure has increased by ΔP, the process proceeds to step S8. On the other hand, if it is determined in step S7 that the brake pressure has not increased by ΔP, the process proceeds to step S13.

  In step S8, the control device 1 controls the inverter 10 so that the electric motor 11 generates the regenerative torque tr6. In step S8, when the regenerative torque tr6 is generated, the process proceeds to step S9.

  In step S9, the control device 1 determines whether or not the brake pressure has increased by ΔP. If it is determined in step S9 that the brake pressure has increased by ΔP, the process proceeds to step S10. On the other hand, if it is determined in step S9 that the brake pressure has not increased by ΔP, the process proceeds to step S15.

  In step S10, the control device 1 controls the inverter 10 so that the electric motor 11 generates the regenerative torque tr7. In step S10, when the regenerative torque tr7 is generated, the process for one cycle ends (END).

  In step S11, the control device 1 determines whether or not the brake pressure has decreased. If it is determined in step S11 that the brake pressure has decreased, the process proceeds to step S17. On the other hand, if it is determined in step S11 that the brake pressure has not decreased, the process proceeds to step S12.

  In step S12, when the control device 1 gradually increases the regenerative torque tr2 of the electric motor 11 to the regenerative torque tr3, the process returns to step S5. At this time, a predetermined time rate is used until the gradual increase is completed. However, an increase or a decrease in brake pressure may occur during the process of step S12, so that the process returns to step S5 periodically to monitor the brake pressure during the process of step S12. Is preferred. For example, when the gradually increasing time from the regenerative torque tr2 to the regenerative torque tr3 takes several seconds, the process returns to step S5 once per second.

  In step S13, the control device 1 determines whether or not the brake pressure has decreased. If it is determined in step S13 that the brake pressure has decreased, the process proceeds to step S17. On the other hand, if it is determined in step S13 that the brake pressure has not decreased, the process proceeds to step S14.

  In step S14, when the control device 1 gradually increases the regenerative torque tr4 of the electric motor 11 to the regenerative torque tr5, the process returns to step S7. At this time, a predetermined time rate is used until the gradual increase is completed. However, since the increase or decrease of the brake pressure may occur during the process of step S14, the process should periodically return to step S7 for monitoring the brake pressure during the process of step S14. Is preferred. For example, when the gradually increasing time from the regenerative torque tr4 to the regenerative torque tr5 takes several seconds, the process returns to step S7 once per second.

  In step S15, the control device 1 determines whether or not the brake pressure has decreased. If it is determined in step S15 that the brake pressure has decreased, the process proceeds to step S17. On the other hand, if it is determined in step S15 that the brake pressure has not decreased, the process proceeds to step S16.

  In step S16, when the control device 1 gradually increases the regenerative torque tr6 of the electric motor 11 to the regenerative torque tr7, the process returns to step S9. At this time, a predetermined time rate is used until the gradual increase is completed. However, an increase or a decrease in brake pressure may occur during the process of step S16, so that the process returns to step S9 periodically to monitor the brake pressure during the process of step S16. Is preferred. For example, when the gradually increasing time from the regenerative torque tr6 to the regenerative torque tr7 takes several seconds, the process returns to step S9 once a second.

  In step S17, when the regenerative torque corresponding to the brake pressure is set, the control device 1 ends the process for one cycle (END).

  As described above, when the brake pedal 6 is not depressed and the accelerator pedal 3 is released, the regenerative torque of the electric motor 11 is set to the regenerative torque tr1 corresponding to the engine brake, and when the accelerator pedal 3 is released, the brake lamp 9 is lit, but the brake master cylinder pressure of the service brake is zero (that is, the brake pedal 6 is depressed but the brake cylinder pressure of the service brake is zero), and the accelerator pedal 3 is released. Each time the brake master cylinder pressure is increased by a predetermined increment ΔP by depressing the brake pedal 6 in this state, the regenerative torque tr2, tr4, tr6 and the target initial value as the regenerative torque target initial value generated by the electric motor 11, respectively. Regenerative torque tr3 as a target convergence value with high pressure tr5, tr7 and the increase rate of deceleration torque increasing over time between the initial target value to the target convergent value is set.

  That is, a safer and higher drivability brake system can be constructed without interposing a complicated mechanism such as a control device between the brake pedal 6 and the brake master cylinder 5.

  As a result, the brake master cylinder pressure is not controlled, and the cooperative control of the service brake deceleration torque and regenerative torque is realized to improve the recovery efficiency and fuel consumption of the electric energy, and the driver when the regenerative torque is generated. Operability and drivability can be improved.

  Further, as shown in FIG. 3, since the regenerative torque generated by the electric motor 11 is controlled to reach the maximum regenerative torque tr7 when the brake master cylinder pressure reaches a pressure less than half of the maximum pressure, The regenerative electric power can be increased at a stage where the friction loss due to is small, and the recovery efficiency of electric energy can be increased.

  The control device 1 can be realized by executing a predetermined program in which the information processing device is installed in advance. Such an information processing apparatus has, for example, a memory, a CPU (Central Processing Unit), an input / output port, and the like. The CPU of the information processing apparatus reads and executes a control program as a predetermined program from a memory or the like. Thereby, the function of the control device 1 is realized in the information processing apparatus. An ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), or the like may be used instead of the CPU.

  Further, even if the predetermined program described above is stored in the memory of the information processing apparatus before shipment of the control device 1, it is stored in the memory of the information processing device after shipment of the control device 1. It may be a thing. A part of the program may be stored in a memory of the information processing apparatus after the control apparatus 1 is shipped. The program stored in the memory or the like of the information processing apparatus after shipment of the control apparatus 1 may be, for example, the one installed on a computer-readable recording medium such as a CD-ROM, the Internet, etc. The one downloaded via the transmission medium may be installed.

  The predetermined program described above includes not only a program that can be directly executed by the information processing apparatus but also a program that can be executed by being installed on a hard disk or the like. Also included are those that are compressed or encrypted.

  As described above, by realizing the control device 1 with the information processing device and the program, it is possible to flexibly cope with mass production and specification change (or design change).

  Note that the program executed by the information processing apparatus may be a program that is processed in time series in the order described in this specification, or may be necessary in parallel or when a call is made. It may be a program that performs processing at timing.

(Other embodiments)
The embodiment described above can be variously modified without departing from the gist thereof. For example, the deceleration torque generating means may be a retarder instead of the electric motor 11 described above. In this case, the control device 1 that automatically adjusts the deceleration torque of the retarder without depending on the operation of the driver is realized by replacing the electric motor 11 in the above-described embodiment with a retarder and replacing the regenerative torque with the deceleration torque. be able to. In this case, the application range of the present invention is not limited to a hybrid vehicle, and can be applied to any vehicle having a retarder.

  According to this, since the brake master cylinder pressure is not controlled, emphasis control of the deceleration torque of the service brake and the deceleration torque of the retarder can be realized, so that the service brake and the retarder can be used in combination. Therefore, the life of the brake pad can be extended by using the retarder together when the service brake is operated. Moreover, since the operation of the retarder is automated, the operability and drivability of the driver can be improved.

DESCRIPTION OF SYMBOLS 1 ... Control apparatus, 2 ... Accelerator, 3 ... Accelerator pedal, 5 ... Brake master cylinder, 6 ... Brake pedal, 9 ... Brake lamp, 11 ... Electric motor

Claims (3)

An automobile having a service brake that generates a deceleration torque in response to an operation of a brake pedal, and a deceleration torque generation unit that is different from the service brake, and that generates the deceleration torque by the service brake or the deceleration torque generation unit. In the control device,
When the accelerator pedal is released when the brake pedal is not depressed, the deceleration torque of the deceleration torque generating means is set to a predetermined value,
The brake master is operated when the brake pedal is depressed while the accelerator pedal is released but the brake master cylinder pressure of the service brake is zero, or when the accelerator pedal is released and the brake pedal is depressed. Time elapses between the target initial value of the deceleration torque generated by the deceleration torque generating means and the target convergence value at which the pressure is larger than the target initial value when the cylinder pressure increases by a predetermined increment. Control to set an increasing rate of deceleration torque that gradually increases with
The control apparatus of the motor vehicle characterized by the above-mentioned. The vehicle control apparatus according to claim 1,
The vehicle is a hybrid vehicle;
The deceleration torque generating means is means for generating regenerative torque of a traveling motor of a hybrid vehicle.
The control apparatus of the motor vehicle characterized by the above-mentioned. The vehicle control apparatus according to claim 1,
The deceleration torque generating means is means for generating retarder deceleration torque.
The control apparatus of the motor vehicle characterized by the above-mentioned.

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