JP2019104445A - Vehicle control system, vehicle control method, and program - Google Patents

Abstract

To provide a vehicle control system, a vehicle control method, and programs that can improve the comfort of users.SOLUTION: A vehicle control system 1 comprises: a power generation portion configured to include an internal combustion engine 10 configured to output power used by an electric motor 12 and the electric motor configured to generate power using power output by the internal combustion engine; a storage battery 60 configured to store power generated by the power generation portion; a running electric motor 18 configured to be connected to driving wheels of a vehicle and rotate the driving wheels 25 by being driven using power supplied from the storage battery; and a processing portion which acquires a start timing for starting the power generation portion and on the basis of the acquired start timing, performs smoothing processing to smooth a gap in the loudness of sound in a cabin of the vehicle generated when the power generation portion is started.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control system, a vehicle control method, and a program.

  Hybrid vehicles equipped with a storage battery and a drive mechanism (for example, an internal combustion engine, an electric motor) are in widespread use. In relation to this, in a predetermined area such as a residential area or home vicinity, with regard to the road on which the vehicle is traveling, whether it is a low noise traveling road which is a road that should travel with low noise based on the type of road If the road on which the vehicle is traveling is a low noise traveling road, the hybrid vehicle is instructed to reduce the workload of the engine to an external device that controls the engine in order to travel with low noise. A vehicle is disclosed (see, for example, Patent Document 1).

JP, 2009-280139, A

  However, in the conventional hybrid vehicle, there was a case where the discomfort of the user in the vehicle was not considered.

  The present invention has been made in consideration of such circumstances, and it is an object of the present invention to provide a vehicle control system, a vehicle control method, and a program capable of improving the comfort of the user.

  (1): A power generation unit including an internal combustion engine that outputs power used by a motor, and the motor generating power using power output by the internal combustion engine, and a storage battery that stores power generated by the power generation unit And a driving motor connected to a driving wheel of the vehicle and driven by the power supplied from the storage battery to rotate the driving wheel, and a start timing for starting the power generation unit, The vehicle control system further includes: a processing unit that executes smoothing processing that smoothes the gap of the magnitude of the sound in the passenger compartment of the vehicle generated when the power generation unit starts based on the start timing.

  (2) The vehicle control system according to (1), wherein the processing unit causes a speaker to output smooth sound for smoothing the gap as the smoothing processing.

  (3): In the vehicle control system according to (2), the smooth sound is a pseudo sound simulating a sound generated by the internal combustion engine.

  (4): The vehicle control system according to (3), wherein the processing unit is configured such that the rotation speed of the internal combustion engine of the power generation unit reaches a target rotation speed from a first timing before the power generation unit starts. The smooth sound is output for up to two timings.

  (5) The vehicle control system according to (4), wherein the processing unit gradually increases the magnitude of the pseudo sound as the rotation speed of the internal combustion engine increases.

  (6): The vehicle control system according to (5), wherein the processing unit is configured to generate the pseudo sound when the magnitude of the pseudo sound approaches the magnitude of the sound generated by the operation of the power generation unit by a predetermined degree or more. To stop the output of

  (7) The vehicle control system according to any one of (1) to (6), wherein the processing unit acquires a stop timing at which the operation of the power generation unit stops, and based on the acquired stop timing. A smoothing process is performed to smooth the gap related to the magnitude of the sound in the vehicle room which occurs when the operation of the power generation unit is stopped.

  (8) The vehicle control system according to (7), wherein the processing unit causes the speaker to output smooth sound for smoothing the gap as the smoothing processing.

  (9): The vehicle control system according to (8), wherein the processing unit is configured to operate after the rotation speed of the internal combustion engine of the power generation unit reaches a target rotation speed from a third timing before the power generation unit stops. The smoothed sound is output from the second to the fourth timing when a predetermined time elapses.

  (10): The vehicle control system according to (8), wherein the processing unit gradually reduces the magnitude of the smooth sound as the number of revolutions of the internal combustion engine decreases.

  (11): A power generation unit including an internal combustion engine that outputs power used by a motor, and the motor generating power using power output by the internal combustion engine, and a storage battery that stores power generated by the power generation unit And an on-vehicle computer of a vehicle including a traveling motor connected to a driving wheel of the vehicle and rotating the driving wheel by driving using the power supplied from the storage battery, the start timing for starting the power generation unit And a smoothing process for smoothing the gap related to the magnitude of the sound in the passenger compartment of the vehicle generated when the power generation unit starts based on the acquired start timing.

  (12): A power generation unit including an internal combustion engine that outputs power used by a motor, and the motor generating power using the power output by the internal combustion engine, and a storage battery storing power generated by the power generation unit And a start timing for starting the power generation unit in an on-vehicle computer of a vehicle including a traveling electric motor connected to a driving wheel of the vehicle and rotating the driving wheel by driving using power supplied from the storage battery. And a smoothing process for smoothing the gap related to the magnitude of the sound in the passenger compartment of the vehicle that occurs when the power generation unit starts based on the acquired start timing.

  According to (1) to (12), the comfort of the user can be improved.

FIG. 1 is a diagram showing an example of a configuration of a vehicle equipped with a vehicle system 1 including a vehicle control system. FIG. 2 is a diagram showing an example of a functional configuration of a plan control unit 100. 5 is a flowchart showing an example of the flow of processing executed by a plan control unit 100. FIG. 6 is a diagram showing an example of the relationship between the speed of the vehicle at the start of the power generation unit, the magnitude of the sound in the passenger compartment, and the rotational speed of the engine 10. It is a figure which shows an example of the aspect regarding the output of imitation sound. It is a figure which shows an example of smoothing processing. 5 is a flowchart showing an example of the flow of processing executed by a plan control unit 100. FIG. 6 is a diagram showing an example of the relationship between the speed of the vehicle at the time of operation stop of the power generation unit, the magnitude of the sound in the passenger compartment, and the rotational speed of the engine 10. It is a figure which shows another example of the aspect regarding the output of imitation sound. FIG. 7 is a diagram showing an example of a functional configuration of a generation device 200. It is a figure which shows an example of production | generation information. It is a figure showing an example of the hardware constitutions of the control part (planning control part 100) of an embodiment.

  Hereinafter, embodiments of a vehicle control system, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

First Embodiment
[overall structure]
FIG. 1 is a diagram showing an example of the configuration of a vehicle (hereinafter referred to as a host vehicle M) equipped with a vehicle system 1 including a vehicle control system. The vehicle M on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. When the motor is provided, the motor operates using the power generated by the generator connected to the internal combustion engine or the discharge power of the secondary battery or the fuel cell. In the following description, a hybrid vehicle adopting a series system will be described as an example. The series system is a system in which the engine and the drive wheels are not mechanically connected, the motive power of the engine is used for power generation by a generator, and the generated power is supplied to the motor for traveling. In addition, the host vehicle M may be a vehicle capable of plug-in charge of a battery.

  As shown in FIG. 1, in a vehicle, for example, an engine 10, a first motor (motor) 12, a second motor (motor) 18, a drive wheel 25, a PCU (Power Control Unit) 30, and a battery 60, a power control unit 70, a vehicle sensor 78, a camera 80, a recognition unit 82, a speaker 84, a communication unit 90, and a plan control unit 100 are mounted.

  The engine 10 is an internal combustion engine that outputs power by burning a fuel such as gasoline. The engine 10 is, for example, a reciprocating engine including a cylinder and a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, and the like. Also, the engine 10 may be a rotary engine. The power that can be output by the engine 10 is to generate an amount of power for the first motor 12 to drive the second motor 18 in real time (or an amount of power that can cause the host vehicle M to travel at a predetermined speed or more). Power less than necessary power. Since the engine is small and light, it has the advantage of a high degree of freedom in vehicle layout.

  The first motor 12 is mainly used for power generation. The first motor 12 is, for example, a three-phase alternating current motor. The first motor 12 has a rotor connected to an output shaft (e.g., a crankshaft) of the engine 10 and generates electric power using power output from the engine 10. Hereinafter, what combined the engine 10 and the 1st motor 12 may be called a "electric power generation part."

  The second motor 18 drives and regenerates the vehicle. The second motor 18 is, for example, a three-phase alternating current motor. The rotor of the second motor 18 is coupled to the drive wheel 25. The second motor 18 outputs power to the drive wheel 25 using the supplied power. In addition, the second motor 18 generates electric power using the kinetic energy of the vehicle at the time of deceleration of the vehicle. Hereinafter, the power generation operation by the second motor 18 may be referred to as regeneration.

  The PCU 30 includes, for example, a first converter 32, a second converter 38, and a VCU (Voltage Control Unit) 40. It is an example to the last that these components were made into a group composition as PCU30, and these components may be distributed and arranged.

  The first converter 32 and the second converter 38 are, for example, AC-DC converters. The DC side terminals of the first converter 32 and the second converter 38 are connected to the DC link DL. A battery 60 is connected to the DC link DL via the VCU 40. The first converter 32 converts alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to convert the first motor 12 Supply to Similarly, the second converter 38 converts alternating current generated by the second motor 18 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current to 2) Supply to the motor 18 or the like.

  The VCU 40 is, for example, a DC-DC converter. The VCU 40 boosts the power supplied from the battery 60 and outputs it to the DC link DL.

  The battery 60 is, for example, a secondary battery such as a lithium ion battery.

  The power control unit 70 includes, for example, a hybrid control unit 71, an engine control unit 72, a motor control unit 73, a brake control unit 74, and a battery control unit 75. The hybrid control unit 71 outputs an instruction to the engine control unit 72, the motor control unit 73, the brake control unit 74, and the battery control unit 75. The instruction by the hybrid control unit 71 will be described later.

  The engine control unit 72 performs ignition control, throttle opening control, fuel injection control, fuel cut control, and the like of the engine 10 in accordance with an instruction from the hybrid control unit 71. Further, the engine control unit 72 may calculate the engine rotation speed based on the output of the crank angle sensor attached to the crankshaft, and may output the calculated engine rotation number to the hybrid control unit 71.

  The motor control unit 73 performs switching control of the first converter 32 and / or the second converter 38 in accordance with an instruction from the hybrid control unit 71.

  The brake control unit 74 controls a brake device (not shown) according to an instruction from the hybrid control unit 71. The brake device is a device that outputs a brake torque corresponding to the driver's braking operation to each wheel.

  The battery control unit 75 calculates the amount of power (for example, State Of Charge; charging rate) of the battery 60 based on the output of the battery sensor 62 attached to the battery 60, and outputs the amount to the hybrid control unit 71.

  The vehicle sensor 78 includes, for example, an accelerator opening sensor, a vehicle speed sensor, a brake depression amount sensor, and the like. The accelerator opening degree sensor is attached to an accelerator pedal, which is an example of an operating element that receives an acceleration instruction from the driver, detects an operation amount of the accelerator pedal, and outputs it to the power control unit 70 as an accelerator opening degree. The vehicle speed sensor includes, for example, a wheel speed sensor and a speed calculator attached to each wheel, integrates the wheel speeds detected by the wheel speed sensors to derive the speed (vehicle speed) of the vehicle, and Output. The brake depression amount sensor is attached to a brake pedal, which is an example of an operating element that receives a deceleration or stop instruction from the driver, detects an operation amount of the brake pedal, and outputs it to the power control unit 70 as a brake depression amount.

  Here, control by the hybrid control unit 71 will be described. The hybrid control unit 71 first derives the drive shaft required torque Td based on the accelerator opening and the target vehicle speed, and determines the drive shaft required power Pd output by the second motor 18. The hybrid control unit 71 also determines whether to operate the engine 10 based on the determined drive shaft required power Pd, the power consumption of the accessory, the power amount of the battery 60, and the like, and operates the engine 10. If it is determined that the engine power should be set, the engine power Pe to be output by the engine 10 is determined.

  The hybrid control unit 71 determines the reaction force torque of the first motor 12 so as to be balanced with the engine power Pe in accordance with the determined engine power Pe. The hybrid control unit 71 outputs the determined information to the engine control unit 72. When the driver operates the brake, the hybrid control unit 71 determines the distribution between the brake torque that can be output by the regeneration of the second motor 18 and the brake torque that is to be output by the brake device. It outputs to the brake control unit 74.

  The camera 80 is a digital camera using a solid-state imaging device such as, for example, a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). One or more cameras 80 are attached to any part of the vehicle on which the vehicle system 1 is mounted. When imaging the front, the camera 80 is attached to the top of the front windshield, the rear surface of the rearview mirror, or the like. The camera 80, for example, periodically and repeatedly images the periphery of the vehicle M. The camera 80 may be a stereo camera.

  The recognition unit 82 recognizes the position, the type, the speed, and the like of the object based on the image captured by the camera 80. The objects include vehicles, people, signs and the like. The recognition unit 82 outputs the recognition result to the plan control unit 100.

  In addition, the recognition unit 82 may perform sensor fusion processing on detection results of a part or all of the camera 80, the radar device, and the finder to recognize the position, the type, the speed, and the like of the object. In this case, the vehicle system includes a radar device or LIDAR (Light Detection and Ranging). The radar apparatus emits radio waves such as millimeter waves around the host vehicle M, and detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. The LIDAR illuminates the periphery of the host vehicle M and measures scattered light. The LIDAR detects the distance to the object based on the time from light emission to light reception.

  The speaker 84 outputs a predetermined sound according to the instruction of the plan control unit 100.

  Communication unit 90 communicates with other vehicles existing around vehicle M, for example, using a cellular network, Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like It communicates with various server devices via the base station.

  The vehicle system 1 further includes a microphone, a fuel gauge, an air temperature sensor, a navigation device, and the like (not shown) in addition to the above configuration. The navigation apparatus includes, for example, a Global Navigation Satellite System (GNSS) receiver, a navigation HMI, and a route determination unit, and holds map information in a storage device such as a Hard Disk Drive (HDD) or a flash memory. The GNSS receiver specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The navigation HMI includes a display device, a speaker, a touch panel, keys and the like. The route determination unit is, for example, a route from the position of the vehicle M specified by the GNSS receiver (or any position input) to the destination input by the occupant using the navigation HMI (hereinafter referred to as map The route is determined with reference to the first map information. The map information is, for example, information in which a road shape is represented by a link indicating a road and a node connected by the link. In addition, a navigation apparatus may be implement | achieved by the function of terminal devices, such as a smart phone which a passenger | crew holds, and a tablet terminal, for example.

[Planning control unit]
FIG. 2 is a diagram showing an example of a functional configuration of the plan control unit 100. As shown in FIG. The plan control unit 100 includes, for example, an information acquisition unit 102, a travel planning unit 104, a power generation planning unit 106, a prediction unit 108, a start determination unit 110, a stop determination unit 112, a processing unit 114, and a control unit. And a storage unit 120. The information acquisition unit 102, the travel planning unit 104, the power generation planning unit 106, the prediction unit 108, the start determination unit 110, the stop determination unit 112, the processing unit 114, and the control unit 116 are, for example, hardware such as a central processing unit (CPU). The hardware processor is realized by executing a program (software). In addition, some or all of these components may be hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc. Circuit (including circuitry) or may be realized by cooperation of software and hardware.

  The storage unit 120 is realized by a hard disk drive (HDD), a flash memory, a random access memory (RAM), a read only memory (ROM), or the like. The storage unit 120 stores information of a sound output to the speaker 84 (for example, a pseudo sound generated by the generation device 200 described later).

  The information acquisition unit 102 acquires, for example, the information recognized by the recognition unit 82 and the information acquired by the communication unit 90. Details of the information acquired by the information acquisition unit 102 will be described later.

  The travel planning unit 104 generates travel plan information indicating a travel plan to the destination of the host vehicle M. The destination of the host vehicle M is, for example, a destination set by an occupant operating a navigation device (not shown). The travel plan is a plan in which the time when the user wants to arrive at the destination, traffic congestion information of the road, the route the user wants to pass, the type of the road the user wants to pass, etc. The travel plan also includes the speed of the vehicle in each of the predicted sections derived based on the above information.

  The traveling plan unit 104 generates traveling plan information based on, for example, environmental information. The environmental information is information on a road on which the host vehicle M plans to travel. The environmental information stores information such as the weather of the road to be traveled, the degree of traffic congestion, and the speed limit. This information may be information transmitted by the server device and acquired by the communication unit 90, or may be information generated by the travel planning unit 104 based on the information acquired by the communication unit 90.

  The travel plan is displayed, for example, on the display unit of the navigation device, and the occupant of the own vehicle M controls the own vehicle M according to the travel plan displayed on the display unit. The host vehicle M according to the present embodiment may be an automatically driven vehicle that automatically controls the steering and acceleration / deceleration of the host vehicle M based on the travel plan and the surrounding situation of the host vehicle M.

  The power generation planning unit 106 generates a power generation plan based on the destination set for the navigation device by the occupant, the route to the destination, the current SOC, the information acquired by the information acquisition unit 102, and the like. The power generation plan is a plan that defines the timing of operating the power generation unit, the amount of power generated by the power generation unit, and the like. In addition, when a destination is set with respect to the navigation apparatus not shown mounted in the own vehicle M, a power generation plan is produced | generated, and when a destination is not set, a power generation plan does not need to be produced | generated.

  The prediction unit 108 predicts the behavior of the host vehicle M based on the result recognized by the recognition unit 82. The behavior of the host vehicle M is the transition of the acceleration and the speed of the host vehicle M. For example, the prediction unit 108 predicts the timing when the speed of the host vehicle M becomes equal to or higher than a predetermined speed.

  The start determination unit 110 determines the start timing for starting the power generation unit based on the SOC of the battery 60, the power generation plan, or the prediction result of the prediction unit 108. The start timing is, for example, a timing when the SOC of the battery 60 becomes lower than the lower limit value, a timing when the power generation unit set in the power generation plan starts, or a timing when the speed of the vehicle M becomes higher than a predetermined speed. The start determining unit 110 outputs an instruction to start the power generation unit to the control unit 116 when the start timing is reached.

  The stop determination unit 112 determines the stop timing for stopping the operation of the power generation unit based on the SOC of the battery 60, the power generation plan, or the prediction result of the prediction unit 108. The stop timing is, for example, a timing at which the SOC of the battery 60 becomes equal to or higher than the upper limit value, a timing at which the operation of the power generation unit set in the power generation plan is stopped, or a timing at which the speed of the host vehicle M reaches less than a predetermined speed. The stop determination unit 112 outputs an instruction to stop the operation of the power generation unit to the control unit 116 when the stop timing is reached.

  The processing unit 114 executes smoothing processing to smooth the gap of the magnitude of the sound in the vehicle compartment generated when the power generation unit (for example, the engine 10) starts up based on the start timing. The smoothing process is a process of making the occupant of the host vehicle M not feel or feel the start noise when the power generation unit (for example, the engine 10) is started. Further, the smoothing processing is to make the occupant of the host vehicle M not feel or feel that a gap is generated in the sound in the vehicle interior when the power generation unit is stopped.

  Specifically, the processing unit 114 performs processing to cancel the gap of the magnitude of the sound generated when the power generation unit starts or stops. A process that cancels out is a process that outputs pseudo sound of the engine 10, other electronic sound, music, melody (process that outputs smooth sound) or a power generation unit so as to cancel a sound gap. The included phase is an active noise control process (ANC; Active Noise Control) that outputs a sound of the opposite phase. Details of this process will be described later. Active noise control processing is another example of “processing to output smooth sound”.

  The control unit 116 operates the power generation unit based on the instruction of the start determination unit 110. The control unit 116 stops the operation of the power generation unit based on the instruction of the stop determination unit 112.

[Flowchart (at startup)]
FIG. 3 is a flowchart showing an example of the flow of processing executed by the plan control unit 100. The processing unit 114 determines, based on the detection result of the vehicle sensor 78, whether the accelerator pedal has been operated (step S100). Next, the processing unit 114 acquires the start timing (step S102). Next, based on the processing result of step S102, the processing unit 114 determines whether or not the power generation unit is scheduled to start after a predetermined time (step S104). When the power generation unit is not scheduled to start after the predetermined time, the processing of one routine of this flowchart ends.

  When the power generation unit is scheduled to start after the predetermined time, the processing unit 114 causes the output unit to output a pseudo sound (step S106). Next, the start determining unit 110 determines whether the start timing has been reached (step S108). If the start timing has not been reached, the process returns to step S106.

  When the start timing is reached, the control unit 116 operates the power generation unit, and the processing unit 114 stops the output of the pseudo sound after a predetermined time after the power generation unit is operated (step S110). Thus, the processing of one routine of this flowchart ends. The above-described process can improve the comfort of the user.

  FIG. 4 is a diagram showing an example (one example of the smoothing processing) of the relationship between the speed of the vehicle M at the start of the power generation unit, the magnitude of the sound in the vehicle compartment, and the rotational speed of the engine 10. FIG. 4A shows the transition of each item when the smoothing process of the present embodiment is not performed. FIG. 4B shows the transition of each item when the smoothing process of the present embodiment is performed. The vertical axes in FIGS. 4A and 4B indicate the speed of the vehicle M, the magnitude of the sound in the passenger compartment, or the rotational speed of the engine. The horizontal axes in FIGS. 4A and 4B indicate time. In the example of FIG. 4, it is assumed that the vehicle interior noise other than the noise generated by the operation of the power generation unit is constant.

  In FIG. 4A, time t + 1 is the time when the host vehicle M starts traveling. Time t + 2 is the time when the speed of the host vehicle M reaches the speed threshold Th. The speed threshold Th is the timing at which the power generation unit starts. Further, when the power generation unit starts at time t + 2, the rotational speed of the engine 10 is increased. Along with this, the sound generated by the operation of the engine 10 becomes loud and the sound in the passenger compartment becomes loud. As shown in FIG. 4A, there are cases where the sound becomes louder sharply from time t + 2 to time tx (between time t + 2 and t + 3).

  Therefore, in the present embodiment, smoothing processing is performed to suppress abrupt increase in sound.

  As shown in FIG. 4B, when it is predicted that the speed of the host vehicle M reaches the speed threshold Th at time t + 2 at time t + 1 (an example of the “first timing”), the processing unit 114 , Make the speaker 84 output a pseudo sound. Specifically, the processing unit 114 causes the pseudo sound to be output so that the sound in the vehicle compartment rises smoothly between time t + 1 and time tx (an example of the “second timing”). Time tx is the time when the engine speed reaches the target speed. Further, time tx is a time at which the magnitude of the artificial sound approaches or matches the magnitude of the sound generated by the operation of the engine 10 by a predetermined degree or more. A match is not limited to a perfect match, but means that both sounds fall within a predetermined range. Note that the processing unit 114 may start outputting the pseudo sound at any time between time t + 1 and time t + 2.

  As described above, since the sound in the vehicle compartment is controlled such that the sound gap is not recognized by the occupant when the power generation unit is in operation, the comfort of the user can be improved.

  FIG. 5 is a diagram showing an example of an aspect related to the output of the pseudo sound. The vertical axes in FIGS. 5A and 5B indicate the magnitude of the sound. In the illustrated example, the operation noise or the pseudo sound generated by the operation of the power generation unit is shown. The horizontal axes in FIGS. 5A and 5B indicate time.

  As shown in FIG. 5A, for example, the processing unit 114 outputs a pseudo sound at time t + 1. The pseudo sound at this time is a pseudo sound when the engine 10 is in an idling state. Then, the processing unit 114 gradually increases the pseudo sound as it goes to time t + 2. Specifically, the processing unit 114 outputs the pseudo sound so that the sound in the vehicle compartment rises smoothly between time t + 1 and time tx.

  As described above, the user's comfort can be improved by increasing the pseudo sound from the sound in the idling state.

  FIG. 5B will be described. Differences from FIG. 5A will be described. In FIG. 5B, the processing unit 114 outputs a predetermined sound (for example, an electronic sound) different from the pseudo sound in a predetermined period T (a period from time tx1 to time t + 1 before time t + 1). Time tx1 is another example of the “first timing”.

  As described above, the user's comfort can be improved by generating the predetermined sound before generating the idling sound.

  FIG. 6 is a diagram showing an example of the smoothing process. Matters different from the contents of FIG. 5 will be described. The processing unit 114 executes active noise control processing from time t + 2 to time t + 5. Specifically, the processing unit 114 causes the speaker 84 to output a sound of the opposite phase so as to cancel the range of the sound enclosed by the broken line in FIG. 6 (“A” in the figure) from time t + 2 to time +5. . As a result, the sound of the engine 10 from time t + 2 to time t + 5 is canceled, and the transition of the sound becomes a gentle transition line S. The active noise control process may be started before time t + 2 (first timing). Also, the active noise control process may end at or before time tx described above.

  Thus, the user's comfort can be improved by executing the active noise control process.

[Flowchart (during stop)]
FIG. 7 is a flow chart showing an example of the flow of processing executed by the plan control unit 100. The processing unit 114 acquires the stop timing (step S200). Next, based on the processing result of step S202, the processing unit 114 determines whether or not the power generation unit is scheduled to stop after a predetermined time (step S202). When the power generation unit is not scheduled to stop after a predetermined time, the processing of one routine of this flowchart ends.

  If the power generation unit is scheduled to stop after a predetermined time, the processing unit 114 causes the output unit to output a pseudo sound (step S204). Next, the start determination unit 110 determines whether the stop timing has been reached (step S206). If the stop timing has not been reached, the process returns to step S204.

  When the stop timing is reached, the control unit 116 stops the operation of the power generation unit, and the processing unit 114 stops the output of the pseudo sound after a predetermined time after stopping the operation of the power generation unit (step S206). Thus, the processing of one routine of this flowchart ends. The above-described process can improve the comfort of the user.

  FIG. 8 is a diagram showing an example (another example of the smoothing process) of the relationship between the speed of the vehicle M, the magnitude of the sound in the vehicle compartment, and the rotational speed of the engine 10 when the power generation unit stops operating. FIG. 8A shows the transition of each item when the smoothing process of the present embodiment is not performed. FIG. 8B shows the transition of each item when the smoothing process of this embodiment is performed. Items of the vertical axis and the horizontal axis in FIGS. 8A and 8B are the same as the items in FIG. 4.

  In FIG. 8A, time t + 11 is the time when the host vehicle M starts to decelerate. Time t + 12 is the time at which the speed of the host vehicle M falls below the speed threshold Th1. When the operation of the power generation unit is stopped at time t + 12, the rotational speed of the engine 10 is lowered, and the operation of the engine 10 is stopped to reduce the sound in the vehicle compartment. As shown in FIG. 8A, the sound may be sharply reduced from time t + 12 to time ty (in front of time t + 13).

  Therefore, in the present embodiment, smoothing processing is performed in order to suppress abrupt reduction in sound.

  As shown in FIG. 8B, at time t + 11, when it is predicted that the speed of the host vehicle M falls below the speed threshold Th1 at time t + 12, the processing unit 114 causes the speaker 84 to output a pseudo sound. Specifically, the processing unit 114 causes the pseudo-sound to be output so that the sound in the vehicle compartment falls smoothly between time ty1 (near the time t + 12) and time t + 13. The time ty1 is an example of the “third timing”. Time t + 13 (an example of “fourth timing”) is a time after a predetermined time has elapsed from the time when the engine speed reaches the target speed (for example, zero).

  As described above, since the sound in the vehicle compartment is controlled so that the sound gap is not recognized by the occupant when the power generation unit is stopped, the comfort of the user can be improved.

  FIG. 9 is a diagram showing another example of the aspect related to the output of the pseudo sound. The vertical axes in FIGS. 9A and 9B indicate the magnitude of the sound. In the illustrated example, the operation noise or the pseudo sound generated by the operation of the power generation unit is shown. The horizontal axes in FIGS. 9A and 9B indicate time.

  As shown in FIG. 9A, for example, the processing unit 114 outputs a pseudo sound at time t + 12. The pseudo sound at this time is a pseudo sound when the engine 10 is actually operating. Then, the processing unit 114 gradually reduces the pseudo sound as it goes to time ty2. The time ty2 is a time before the time t + 13. The time ty2 is another example of the “fourth timing”. Specifically, the processing unit 114 causes the pseudo sound to be output so that the sound in the vehicle compartment falls smoothly between time t + 12 and time ty2. Then, the processing unit 114 controls the magnitude of the artificial noise at time ty2 to match the magnitude of the sound when the engine 10 is in the idling state.

  Thus, the user's comfort can be improved by gradually reducing the artificial noise when the engine 10 is actually operating.

  FIG. 9B will be described. The difference from FIG. 9A will be described. In FIG. 9B, the processing unit 114 outputs a predetermined sound different from the pseudo sound in a predetermined period T1 (a period from time ty2 to t + 13). Specifically, the processing unit 114 gradually reduces the predetermined sound from time ty2 to time t + 13, and the sound generated by the engine 10 at time t + 13 is generated by the engine 10 (generated by the engine 10). If not, control to match with the size of 0).

  As described above, the user's comfort can be improved by generating the predetermined sound after generating the idling sound.

  Although the description is omitted, the active noise control process may be executed also at the time of stop as in the case of start.

[Generation of imitation sound]
FIG. 10 is a diagram illustrating an example of a functional configuration of the generation device 200. The generation device 200 includes a storage unit 210 and a generation unit 220. The generation device 200 generates a pseudo sound generated by the operation of the engine 10 mounted on the host vehicle M. Information of the generated pseudo sound is stored in the storage unit 210. In addition, the information of the pseudo sound is stored in the storage unit 120 of the host vehicle M. The generation device 200 may communicate with the host vehicle M via the network (not shown) to transmit information on the pseudo sound to the host vehicle M.

  The storage unit 210 stores generation information 212. FIG. 11 is a diagram showing an example of generation information. The generated information is information in which the number of rotations of the engine and the magnitude of the sound generated for each frequency are associated.

  Based on the generation information 212, the generation unit 220 generates a pseudo sound obtained by synthesizing sounds generated for each frequency at the number of revolutions of each engine, and stores information of the generated pseudo sound in the storage unit 210. In this manner, the pseudo sound generated for each rotation speed and output of the engine 10 is generated. Then, the generated pseudo sound is output to the speaker 84 by the processing of the processing unit 114 of the plan control unit 100.

  As described above, the generation device 200 can accurately generate the pseudo sound generated by the operation of the engine 10 of the host vehicle M.

  According to the first embodiment described above, the vehicle control system includes the engine 10 that outputs the power used by the first motor 12 and the first motor 12 that generates electric power using the power output by the engine 10. A power generation unit, a battery 60 storing electric power generated by the power generation unit, and a drive wheel 25 of the host vehicle M, which is driven using power supplied from the battery 60 to rotate the drive wheel 25; 2) The motor 18 and the start timing for starting the power generation unit are acquired, and on the basis of the acquired start timing, the gap of the loudness of the vehicle interior of the own vehicle M generated when the power generation unit is started is smoothed. By providing the processing unit 114 that executes processing, the comfort of the user can be improved.

[Hardware configuration]
The plan control unit 100 of the vehicle system 1 according to the above-described embodiment is realized, for example, by a hardware configuration as shown in FIG. FIG. 12 is a diagram illustrating an example of a hardware configuration of a control unit (plan control unit 100) according to the embodiment.

  The control unit includes a communication controller 100-1, a CPU 100-2, a RAM 100-3, a ROM 100-4, a secondary storage device 100-5 such as a flash memory or an HDD, and a drive device 100-6, and the internal bus or a dedicated communication line. Are mutually connected. A portable storage medium such as an optical disk is attached to the drive device 100-6. The program 100-5a stored in the secondary storage device 100-5 is expanded on the RAM 100-3 by a DMA controller (not shown) or the like and executed by the CPU 100-2 to realize a control unit. The program to which the CPU 100-2 refers may be stored in a portable storage medium mounted on the drive device 100-6, or may be downloaded from another device via the network NW.

The above embodiment can be expressed as follows.
A power generation unit including an internal combustion engine that outputs power, and a generator that generates power using the power output by the internal combustion engine;
A power generation unit including: an internal combustion engine that outputs power used by a motor; and the motor that generates power using power output by the internal combustion engine;
A storage battery for storing the electric power generated by the power generation unit;
A traveling electric motor connected to a drive wheel of the vehicle and rotating the drive wheel by driving using power supplied from the storage battery;
Storage device,
A hardware processor that executes a program stored in the storage device;
The hardware processor acquires the start timing for starting the power generation unit by executing the program, and based on the acquired start timing, the inside of the vehicle compartment of the vehicle occurs when the power generation unit starts. Perform smoothing to smooth out the loudness gaps,
Vehicle control system.

  As mentioned above, although the form for carrying out the present invention was explained using an embodiment, the present invention is not limited at all by such an embodiment, and various modification and substitution within the range which does not deviate from the gist of the present invention Can be added.

DESCRIPTION OF SYMBOLS 10 engine 12 1st motor 18 2nd motor 60 battery 70 power control part 71 hybrid control part 72 engine control part 73 motor control part 74 brake control part 75 battery control part 82 recognition part 84 speaker 90 communication part 100 plan control part 102 information Acquisition unit 104 Travel planning unit 106 Power generation planning unit 108 Prediction unit 110 Start determination unit 112 Stop determination unit 114 Processing unit

Claims (12)

A power generation unit including: an internal combustion engine that outputs power used by a motor; and the motor that generates power using power output by the internal combustion engine;
A storage battery for storing the electric power generated by the power generation unit;
A traveling electric motor connected to a drive wheel of the vehicle and rotating the drive wheel by driving using power supplied from the storage battery;
The start timing for starting the power generation unit is acquired, and based on the acquired start timing, the smoothing process is executed to smooth the gap of the loudness of the vehicle interior of the vehicle which occurs when the power generation unit is started. The processing unit to
Vehicle control system comprising: The processing unit causes a speaker to output smooth sound for smoothing the gap as the smoothing processing.
The vehicle control system according to claim 1. The smooth sound is a pseudo sound simulating a sound generated by the internal combustion engine.
The vehicle control system according to claim 2. The processing unit outputs the smooth sound from a first timing before the power generation unit starts to a second timing when the rotation speed of the internal combustion engine of the power generation unit reaches a target rotation speed.
The vehicle control system according to claim 3. The processing unit increases the magnitude of the pseudo sound according to the increase in the number of revolutions of the internal combustion engine.
The vehicle control system according to claim 4. The processing unit stops the output of the pseudo sound when the magnitude of the pseudo sound approaches the magnitude of the sound generated by the operation of the power generation unit by a predetermined degree or more.
The vehicle control system according to claim 5. The processing unit acquires a stop timing at which the operation of the power generation unit is stopped, and based on the acquired stop timing, a gap of the magnitude of the sound in the vehicle room generated when the operation of the power generation unit is stopped is Perform smooth processing to make it smooth,
The vehicle control system according to any one of claims 1 to 6. The processing unit causes a speaker to output smooth sound for smoothing the gap as the smoothing processing.
The vehicle control system according to claim 7. The processing unit performs the smooth sound from a third timing before the power generation unit stops to a fourth timing when a predetermined time elapses after the rotation speed of the internal combustion engine of the power generation unit reaches a target rotation speed. Output
The vehicle control system according to claim 8. The processing unit reduces the magnitude of the smooth sound as the rotational speed of the internal combustion engine decreases.
The vehicle control system according to claim 9. A power generation unit including: an internal combustion engine that outputs power used by a motor; and the motor that generates power using power output by the internal combustion engine;
A storage battery for storing the electric power generated by the power generation unit;
An on-vehicle computer of a vehicle comprising: a traveling electric motor connected to a driving wheel of the vehicle and rotating the driving wheel by driving using power supplied from the storage battery;
Acquire a start timing for starting the power generation unit;
A smoothing process is performed to smooth the gap related to the magnitude of the sound in the vehicle compartment of the vehicle which occurs when the power generation unit starts based on the acquired start timing.
Vehicle control method. A power generation unit including: an internal combustion engine that outputs power used by a motor; and the motor that generates power using power output by the internal combustion engine;
A storage battery for storing the electric power generated by the power generation unit;
An on-vehicle computer of a vehicle comprising: a traveling electric motor connected to a driving wheel of the vehicle and rotating the driving wheel by driving using power supplied from the storage battery;
Obtaining a start timing for starting the power generation unit;
Based on the acquired start timing, a smoothing process is performed to smooth the gap related to the magnitude of the sound in the vehicle compartment of the vehicle that occurs when the power generation unit starts.
program.

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