JP2018007445A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make braking force more suitable when an accelerator is off.SOLUTION: An automobile comprises a motor for traveling and a battery exchanging electric power with the motor, in which the motor is controlled so that braking force acts on the vehicle when an accelerator is off. It is determined whether or not a driver has intention of decelerating, and when it is determined that the driver has no intention of decelerating, the braking force to be applied to the vehicle at the time when the accelerator is off is reduced as compared with that at the time when it is determined that the driver has intention of decelerating. With this, it becomes possible to make the braking force at the time when the accelerator is off more suitable according to whether or not the driver has intention of decelerating.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an automobile, and more particularly, to an automobile including a motor and a battery.

  2. Description of the Related Art Conventionally, as this type of automobile, there has been proposed an automobile that includes a traveling motor and controls the motor so that braking force acts on the vehicle when the accelerator is off (see, for example, Patent Document 1). In this automobile, when the accelerator is off, the braking force applied to the vehicle is made smaller in the eco mode than in the normal mode.

JP 2013-35370 A

  In the above-described automobile, when setting the braking force when the accelerator is off, it is impossible to determine whether the driver has the intention to decelerate, so the braking force when the accelerator is off is not appropriate. there is a possibility. When the driver intends to decelerate, if the braking force when the accelerator is off is relatively small, vehicle operability may be reduced. Further, when the driver does not intend to decelerate, the braking force when the accelerator is off may be relatively large.

  The main object of the automobile of the present invention is to make the braking force when the accelerator is off more appropriate.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A motor for traveling,
A battery that exchanges power with the motor;
A control device that controls the motor so that braking force acts on the vehicle when the accelerator is off;
A car equipped with
When the control device determines that the driver does not intend to decelerate, the control device reduces the braking force when the accelerator is off as compared to the determination that the driver intends to decelerate.
This is the gist.

  In the automobile of the present invention, when it is determined that the driver does not intend to decelerate, the braking force when the accelerator is off is reduced compared to when it is determined that the driver intends to decelerate. As a result, when it is determined that the driver has an intention to decelerate, the braking force when the accelerator is off can be made relatively large to suppress a decrease in vehicle operability, and the driver has no intention to decelerate. When the determination is made, the braking force when the accelerator is off can be made relatively small. As a result, the braking force when the accelerator is off can be made more appropriate depending on whether or not the driver intends to decelerate.

  In such an automobile of the present invention, the control device may determine that there is no intention to decelerate when the brake is off and the shift position is changed from the neutral position to the drive position. In addition, an eco-switch that instructs an eco-mode that gives priority to fuel consumption compared to the normal mode is provided, and the control device does not intend to decelerate when the brake is off and the eco-switch is turned on from off. It is good also as a thing to judge. Furthermore, the control device may determine that there is no intention to decelerate when the accelerator operation amount becomes larger than a predetermined operation amount after the accelerator is turned off.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the control routine at the time of accelerator off performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for brake torque setting. It is a flowchart which shows an example of a braking force reduction flag setting routine. It is explanatory drawing which shows an example of the mode of a time change of the brake pedal position BP, the accelerator opening degree Acc, the accelerator-off history flag Fao, the shift position SP, the traveling mode Md, and the braking force reduction flag Fbr. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . The engine ECU 24 receives signals from various sensors necessary to control the operation of the engine 22, for example, a crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. ing. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. Furthermore, an eco-switch signal from the eco-switch 90 that instructs the eco-mode that gives higher priority to fuel efficiency than the normal mode can be cited as the travel mode Md. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. As operation modes of the engine 22 and the motors MG1, MG2, there are the following modes (1) to (3).
(1) Torque conversion operation mode: The engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motors MG1 and MG2. (2) Charging / discharging operation mode: sum of required power and electric power necessary for charging / discharging of the battery 50. In this mode, the motor MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36. The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 is charged with the battery 50 by the planetary gear 30 and the motors MG1 and MG2. The motors MG1 and MG2 are driven so that the torque is converted by the motor and the required power is output to the drive shaft 36. Gosuru mode (3) motor drive mode: stop the operation of the engine 22, required power to drive control of the motor MG2 to be outputted to the drive shaft 36 mode

  In the hybrid vehicle 20 of the embodiment, when the vehicle is traveling and the shift position SP is the N position, the engine 22 is stopped and the inverters 41 and 42 are gated off.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the accelerator is off during forward traveling will be described. FIG. 2 is a flowchart illustrating an example of an accelerator-off time control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, several milliseconds) when the accelerator is off while the shift position SP is in the D position. When the accelerator is off while the shift position SP is running at the D position, the engine 22 is stopped and torque is output from the motor MG1 by the cooperative control of the HVECU 70, the engine ECU 24, and the motor ECU 40 in parallel with this routine. In order to prevent this, switching control of a plurality of switching elements of the inverter 41 is performed.

  When the accelerator-off time control routine is executed, the HVECU 70 first inputs data such as the vehicle speed V, the brake pedal position BP, and the braking force reduction flag Fbr (step S100). Here, the vehicle speed V is input by the vehicle speed sensor 88. As the brake pedal position BP, the one detected by the brake pedal position sensor 86 is input. The braking force reduction flag Fbr is a flag indicating whether or not an accelerator off torque Td1 described later is a relatively large value (a relatively small value as a braking force), and is determined by a braking force reduction flag setting routine described later. It was assumed that what was set was entered.

  When the data is input in this way, based on the input vehicle speed V and the braking force reduction flag Fbr, the accelerator-off torque Td1 required for the vehicle as the accelerator-off (required for the drive shaft 36) is set (step S110). Here, in the embodiment, the accelerator off torque Td1 is stored in a ROM (not shown) as an accelerator off torque setting map by predetermining the relationship among the vehicle speed V, the braking force reduction flag Fbr, and the accelerator off torque Td1. When V and the braking force reduction flag Fbr are given, the corresponding accelerator off torque Td1 is derived from this map and set. An example of the accelerator off torque setting map is shown in FIG. If accelerator off torque Td1, brake torque Td2, brake torque Td2ad after limitation, requested torque Td *, torque command Tm2 * of motor MG2, and brake torque command Thb * are negative, it means that braking torque is requested. To do. As shown in the figure, the accelerator-off torque Td1 is set to be larger when the braking force reduction flag Fbr is 1 than when the braking force reduction flag Fbr is 0 (smaller as braking force).

  Subsequently, it is determined whether the brake is on or off based on the brake pedal position BP (step S120), and when it is determined that the brake is off, the vehicle is requested for the accelerator off torque Td1 (requested to the drive shaft 36). Is set as the required torque Td * (step S130), the set required torque Td * is set as the torque command Tm2 * of the motor MG2 and transmitted to the motor ECU 40 (step S140), and this routine is terminated. . When motor ECU 40 receives torque command Tm2 * of motor MG2, motor ECU 40 performs switching control of a plurality of switching elements of inverter 42 such that motor MG2 is driven by torque command Tm2 *. When torque command Tm2 * of motor MG2 is negative (when it is braking torque), negative torque, that is, braking torque is output to drive shaft 36 by regenerative driving of motor MG2. With this control, when the braking force reduction flag Fbr is a value 1, the accelerator off torque Td1, the required torque Td *, and the torque command Tm2 * of the motor MG2 are set larger than when the braking force reduction flag Fbr is a value 0 ( The motor MG2 is controlled with a small braking force. Therefore, hereinafter, the control when the braking force reduction flag Fbr is 1 is referred to as “braking force reduction control”.

  When it is determined in step S120 that the brake is on, the brake torque Td2 required for the vehicle (required for the drive shaft 36) is set according to the amount of brake operation based on the vehicle speed V and the brake pedal position BP. (Step S150). Here, in the embodiment, the brake torque Td2 is stored in a ROM (not shown) as a brake torque setting map by predetermining the relationship among the vehicle speed V, the brake pedal position BP, and the brake torque Td2, and the vehicle speed V and the brake pedal. Given the position BP, the corresponding brake torque Td2 is derived from this map and set. An example of the brake torque setting map is shown in FIG. As shown in the figure, the brake torque Td2 decreases as the brake pedal position BP increases (the braking force increases).

  When the brake torque Td2 is thus set, the sum of the accelerator off torque Td1 and the brake torque Td2 is set as the required torque Td * (step S160), and the set required torque Td * is set as the torque command Tm2 * of the motor MG2. It transmits to motor ECU40 (step S170), and this routine is complete | finished.

  Next, processing for setting the braking force reduction flag Fbr used in the accelerator-off control routine of FIG. 2 will be described. FIG. 4 is a flowchart illustrating an example of a braking force reduction flag setting routine. This routine is repeatedly executed every predetermined time (for example, several milliseconds) regardless of whether the accelerator is on or off. The braking force reduction flag Fbr and an accelerator off history flag Fao described later are set to an initial value 0 when the ignition is on.

  When the braking force reduction flag setting routine is executed, the HVECU 70 first inputs the shift position SP, the accelerator opening Acc, the brake pedal position BP, and the travel mode Md (step S200). Here, the shift position SP is input as detected by the shift position sensor 82. As the accelerator opening Acc, the value detected by the accelerator pedal position sensor 84 is input. As the brake pedal position BP, the one detected by the brake pedal position sensor 86 is input. As the travel mode Md, one set based on an eco switch signal from the eco switch 90 (normal mode or eco mode) is input.

  When the data is thus input, it is determined whether the travel mode Md is the normal mode or the eco mode (step S210), and it is determined whether the shift position SP is the D position (step S220). When it is determined that the travel mode Md is the normal mode (not the eco mode) or when the shift position SP is determined not to be the D position, the braking force reduction flag Fbr is set to 0 (step S240). This routine is terminated.

  When it is determined in steps S210 and S220 that the travel mode Md is the eco mode and the shift position SP is the D position, it is determined whether the brake is on or brake off based on the brake pedal position BP (step S250). When it is determined that the brake is on, the accelerator off history flag Fao is set to 0 (step S230), the braking force reduction flag Fbr is set to 0 (step S240), and this routine is terminated. To do. Here, the accelerator-off history flag Fao is a flag indicating whether or not there is a history of accelerator-off with brake-off.

  If it is determined in step S250 that the brake is off, it is determined whether the accelerator is on or off based on the accelerator opening Acc (step S260). When it is determined that the accelerator is off, a value 1 is set to the accelerator off history flag Fao (step S270). On the other hand, when it is determined that the accelerator is on, the process of step S270 is not performed.

  Subsequently, the value of the braking force reduction flag (previous Fbr) set at the previous execution of this routine is checked (step S280). When the previous braking force reduction flag (previous Fbr) is 0, the following steps S290 to S290 are performed. The process of S310 is executed. First, it is determined whether or not the shift position SP has been shifted from the N position to the D position based on the shift position SP (previous SP) input at the current and previous executions of this routine (step S290). Further, it is determined whether or not the travel mode Md has been changed from the normal mode (other than the eco mode) to the eco mode based on the travel mode Md and (previous Md) input at the time of execution of this routine and the previous time (step) S300). Further, based on the accelerator-off history flag Fao and the accelerator opening Acc, the accelerator-off history flag Fao is a value of 1 and the current accelerator opening Acc is based on a threshold value Aref (for example, 8%, 10%, 12%, etc.). Is also larger (step S310). The processes in steps S290 to S310 are processes for determining whether or not the driver intends to decelerate. Note that when the shift position SP is changed from the N position to the D position (for example, when the shift position is changed in the order of the D position, the N position, and the D position), or the traveling mode Md is changed from the normal mode to the eco mode. (E.g., when the eco mode, the normal mode, and the eco mode are changed in that order), it is considered that execution of the braking force reduction control is desired based on steps S210 and S220. It was decided that there was no. When the accelerator opening Acc becomes larger than the threshold value Aref after the accelerator is turned off, it is determined that there is no intention to decelerate because the accelerator pedal 83 is depressed.

  In step S290, it is determined that the shift position SP has not been shifted from the N position to the D position (held in the D position, the N position, etc.), and in step S300, the travel mode Md is the normal mode (other than the eco mode). ) Is not changed to the eco mode (the engine is held in the normal mode or the eco mode), and it is determined in step S310 that the accelerator-off history flag Fao is 0 or the accelerator opening degree Acc is When it is determined that the value is equal to or less than the threshold value Aref, it is determined that the driver intends to decelerate, the value 0 is set in the braking force reduction flag Fbr (step S320), and this routine is terminated.

  When it is determined in step S290 that the shift position SP has been changed from the N position to the D position, or when it is determined in step S300 that the travel mode Md has been changed from the normal mode (other than the eco mode) to the eco mode, If it is determined in S310 that the accelerator-off history flag Fao is the value 1 and the current accelerator opening Acc is larger than the threshold value Aref, it is determined that the driver does not intend to decelerate, and the braking force reduction flag Fbr has the value 1 Is set (step S330), and this routine is terminated.

  When the value 1 is set to the braking force reduction flag Fbr in this way, the next time this routine is executed, in steps S210, S220, and S250, when the travel mode Md is the eco mode, the shift position SP is the D position, and the brake is off, In step S280, it is determined that the previous braking force reduction flag (previous Fbr) has a value of 1, a value of 1 is set in the braking force reduction flag Fbr (step S320), and this routine ends. Thus, after that, it is determined in step S210 that the travel mode Md has become the normal mode, in step S220, it is determined that the shift position SP is no longer the D position, or in step S250, it is determined that the brake has been turned on. Until the driver decides that the driver is not willing to slow down.

  As described above, when the braking force reduction flag Fbr is the value 1, the braking force reduction control is executed to increase the required torque Td * when the accelerator is off compared to the value 0 (decrease the braking torque). When the driver intends to decelerate, the required torque Td * when the accelerator is off can be made relatively small (the braking torque can be made relatively large) to suppress a decrease in vehicle operability. When there is no intention to decelerate, the required torque Td * when the accelerator is off can be made relatively large (the braking torque is made relatively small). That is, the required torque Td * when the accelerator is off can be made more appropriate depending on whether or not the driver intends to decelerate. In particular, in the case where the braking force reduction flag Fbr is set to 0 (braking the braking force reduction control) when the brake is turned on, is the driver's intention to decelerate after the brake is turned on after the brake is turned on? Depending on whether or not, the required torque Td * when the accelerator is off can be made more appropriate.

  FIG. 5 is an explanatory diagram showing an example of a time change state of the brake pedal position BP, the accelerator opening degree Acc, the accelerator-off history flag Fao, the shift position SP, the travel mode Md, and the braking force reduction flag Fbr. As shown in the figure, from the state where the shift position SP is the D position, the traveling mode Md is the eco mode, the brake is on, and the accelerator off history flag Fao and the braking force reduction flag Fbr are both 0, the brake is turned off at time t1. Then, the accelerator-off history flag Fao is switched from the value 0 to the value 1, and when the accelerator is turned on and the accelerator opening Acc becomes larger than the threshold value Aref at the time t2, the braking force reduction flag Fbr is switched from the value 0 to the value 1. When the brake is turned on at time t3, the accelerator-off history flag Fao and the braking force reduction flag Fbr are switched from the value 1 to the value 0. When the brake is turned off at time t4, the accelerator-off history flag Fao is changed from the value 0 to the value. When the shift position SP is shifted from the N position to the D position at time t6 after the shift position SP is shifted from the D position to the N position at time t5, the braking force reduction flag Fbr is set to the value 0. Switch from 1 to value 1. When the brake is turned on at time t7, the accelerator-off history flag Fao and the braking force reduction flag Fbr are switched from the value 1 to the value 0, and when the brake is turned off at time t8, the accelerator-off history flag Fao is changed from the value 0 to the value. When the travel mode Md switches from the normal mode to the eco mode at time t10 after the travel mode Md switches from the eco mode to the normal mode at time t9, the braking force reduction flag Fbr is switched from the value 0 to the value 1. . Thus, after the brake is turned on after the brake is turned on, the required torque Td * when the accelerator is turned off can be made more appropriate depending on whether or not the driver intends to decelerate.

  In the hybrid vehicle 20 of the embodiment described above, when it is determined that the driver does not intend to decelerate, the required torque Td * when the accelerator is off is increased (braking) compared to when it is determined that the driver intends to decelerate. The braking force reduction control is executed. As a result, when the driver intends to decelerate, the required torque Td * when the accelerator is off can be made relatively small (relatively large as the braking torque) to suppress a decrease in vehicle operability. When the driver does not intend to decelerate, the required torque Td * when the accelerator is off can be made relatively large (the braking torque is made relatively small). That is, the required torque Td * when the accelerator is off can be made more appropriate depending on whether or not the driver intends to decelerate.

  In the hybrid vehicle 20 of the embodiment, whether or not the shift position SP has been changed from the N position to the D position, whether or not the traveling mode Md has been changed from the normal mode (other than the eco mode) to the eco mode, the accelerator off history flag Whether or not the driver intends to decelerate is determined based on whether Fao is a value 1 and the current accelerator opening Acc is larger than the threshold value Aref. However, a part of these three may be used to determine whether or not the driver intends to decelerate.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not the driver intends to decelerate when the traveling mode Md is the eco mode, the shift position SP is the D position and the brake is off (steps S290 to S310). It was supposed to be. However, whether or not the driver intends to decelerate may be determined even when the traveling mode Md is not the eco mode or the shift position SP is not the D position. When the brake is on, it can be determined that the driver intends to decelerate.

  In the hybrid vehicle 20 of the embodiment, the engine ECU 24, the motor ECU 40, and the HVECU 70 are provided. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

  In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 6, the motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 130, and the clutch 129 is attached to the rotation shaft of the motor MG. It is good also as a structure which connects the engine 22 via. Moreover, as shown in the electric vehicle 220 of the modification of FIG. 7, it is good also as a structure of the electric vehicle which connects the motor MG for driving | running | working to the drive shaft 36 connected with the drive wheels 39a and 39b. In other words, any configuration may be used as long as it includes a traveling motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to the “motor”, the battery 50 corresponds to the “battery”, the HVECU 70 and the motor ECU 40 that execute the accelerator-off time control routine of FIG. 2 and the braking force reduction flag setting routine of FIG. Corresponds to a “control device”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power Line, 70 hybrid electronic control unit (HV ECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position Deployment sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 90 eco switch, 129 the clutch, 130 transmission, 220 electric vehicle, MG, MG1, MG2 motor.

Claims (1)

A motor for traveling,
A battery that exchanges power with the motor;
A control device that controls the motor so that braking force acts on the vehicle when the accelerator is off;
A car equipped with
When the control device determines that the driver does not intend to decelerate, the control device reduces the braking force that is applied to the vehicle when the accelerator is off, compared to when the driver determines that there is an intention to decelerate.
Automobile.

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