JP2019172111A - Vehicle control device - Google Patents

Abstract

To eliminate an incongruity to a driver caused by an excessive increase of the deceleration of an own vehicle when the own vehicle is stopped by brake regeneration cooperation control, in the vehicle having a function of the brake regeneration cooperation control.SOLUTION: When it is determined that detected deceleration by a G sensor 17 at a timing at which a brake is switched to only a hydraulic brake from an operation state of a cooperative brake when an own vehicle (idling stop vehicle 1) is decelerated exceeds specified deceleration corresponding to an operation amount of a foot brake by a driver, an ISG 9 is driven by an ISGECU 15, the drive of the ISG 9 is assisted, and the own vehicle is controlled so that the detected deceleration reaches the specified deceleration.SELECTED DRAWING: Figure 1

Description

  The present invention includes a motor driven by a battery, and performs a brake regeneration cooperative control in which a regenerative brake by a motor and a hydraulic brake by a foot brake are added according to the operation amount of the foot brake when the host vehicle is decelerated. The present invention relates to a control device.

  Conventionally, in a vehicle equipped with a traveling motor that generates driving force during traveling, or a battery that charges a battery during traveling by an engine and is driven by a battery as a motor, the amount of foot brake operation is reduced. Accordingly, it has been proposed to perform brake regeneration cooperative control in which a regenerative brake by a motor and a hydraulic brake by a foot brake are added (see, for example, Patent Document 1).

JP, 2006-102437, A (paragraphs 0026-0043 etc.)

  By the way, in the brake regenerative cooperative control described above, when the amount of operation of the foot brake is detected and the regenerative brake is derived according to the detected amount of operation of the foot brake and added to the hydraulic brake, the derived regenerative brake is applied to the motor shaft. It is necessary to perform a process of converting the torque to the axle torque, and the conversion accuracy at that time may deteriorate, and for example, the regenerative brake may be excessively effective. In addition, when the vehicle is stopped, the brake may be in an excessively effective state from when the cooperative brake between the regenerative brake and the hydraulic brake is activated until the vehicle is stopped after the regenerative brake is stopped and only the hydraulic brake is activated. In such a case, there is a possibility that the deceleration of the host vehicle becomes larger than a desired value and the driver feels uncomfortable.

  An object of the present invention is to eliminate a sense of incongruity to a driver due to excessive deceleration of the host vehicle when the host vehicle is stopped by the brake regeneration cooperative control in a vehicle having a function of the brake regeneration cooperative control. .

  In order to achieve the above-described object, a vehicle control device according to the present invention includes a motor driven by a battery, a regenerative brake by the motor, and the foot brake according to an operation amount of the foot brake when the host vehicle decelerates. In the vehicle control device including a brake regeneration cooperative control unit that adds the hydraulic brake by the vehicle, the vehicle regeneration device includes a detecting unit that detects deceleration of the host vehicle, and the brake regeneration cooperative control unit It is determined whether or not the detected deceleration by the detection means exceeds a specified deceleration according to the amount of operation of the foot brake. If it is determined that the detected deceleration is exceeded, a driving force is generated by the motor so that the detected deceleration is the specified deceleration. It is characterized by controlling so as to achieve deceleration.

  According to the present invention, when the host vehicle decelerates, the brake regeneration cooperative control unit determines whether or not the detected deceleration detected by the detecting means exceeds the specified deceleration corresponding to the operation amount of the foot brake. Is determined so that the detected deceleration becomes the specified deceleration by generating a driving force by the motor, so the regenerative brake is too effective due to the poor accuracy when the regenerative brake is added. To prevent the deceleration of the vehicle from becoming larger than expected due to the brakes becoming too effective before switching to the hydraulic brake only and stopping. This can eliminate the uncomfortable feeling given to the driver.

It is a block diagram of one embodiment of a vehicle control device of the present invention. It is a flowchart for operation | movement description of FIG. It is operation | movement explanatory drawing of FIG.

  Next, in order to describe the present invention in more detail, an embodiment when the present invention is applied to an idling stop vehicle will be described in detail with reference to FIGS. 1 to 3.

  FIG. 1 shows a block configuration of a vehicle control device provided in an idling stop vehicle 1. The idling stop vehicle 1 is a single lead battery having a relatively small capacity of 12 V as a power source in order to reduce weight, size, and the like. 2 is provided. The negative terminal of the battery 2 is connected to the vehicle body of the idling stop vehicle 1.

  In FIG. 1, 3 is an engine of the idling stop vehicle 1, 4 is a CVT on the transmission side of the engine 3, and a torque converter (including a lock-up clutch mechanism) 5 is interposed between the engine 3 and the engine 3.

  Reference numeral 6 denotes a starter for starting the engine 3, and power is supplied from the battery 2 through the relay 7. A battery sensor 8 is provided close to the battery 2 between the positive terminal of the battery 2 and the relay 7, and detects the temperature and current of the battery 2. Reference numeral 9 denotes a generator with a motor function (hereinafter referred to as ISG (Integrated Start Generator)) in which the rotational force of the engine 3 is transmitted through the belt 10, and the battery 2 is charged with a power generation output during traveling or the like. The ISG 9 operates as a motor and generates a driving force for the idling stop vehicle 1, and this ISG 9 corresponds to a “motor” in the present invention.

  11 is an idling stop ECU (Electronic Control Unit) corresponding to an idling stop control unit that controls idling stop control, 12 is an engine ECU that controls engine control, and 13 is an ABS ECU that controls ABS (antilocked breaking system) control that prevents skidding and spinning. , 14 is a CVTECU that controls the CVT, and 15 is an ISGECU that controls the ISG 9. The ECUs 11 to 15 are each formed of a microcomputer or the like, and exchange information via a communication bus 16 such as CAN.

  Reference numeral 17 denotes a G sensor that detects the deceleration of the host vehicle and the inclination of the road surface during traveling, and corresponds to the detecting means in the present invention. Reference numeral 19 denotes a wheel speed sensor that provides the ABS ECU 13 with vehicle speed detection information, and reference numeral 20 denotes a hydraulic pressure sensor that provides the ABS ECU 13 with detection information of the master cylinder pressure of the brake mechanism.

  The schematic control and operation of the idling stop vehicle 1 will be described. When the driver turns on an ignition (IG) switch (not shown) to instruct the engine start, the signal of the IG switch is changed to, for example, the communication bus 16. Is input to the idling stop ECU 11, and based on this input, the idling stop ECU 11 is turned on by instantaneously energizing the relay 7, and the power of the battery 2 is supplied to the starter 6 to start the starter 6 and stop. Is started (first start). Once the engine 3 is started and the battery 2 is once fully charged with the power generated by the ISG 9, the idling stop ECU 11 executes idling stop control until the engine 3 is stopped by turning off the IG switch. .

  The idling stop ECU 11 receives information on the engine ECU 12 (engine information such as engine speed and cooling water temperature) and information on the current and temperature of the battery 2, the detected vehicle speed of the ABS ECU 13, the master cylinder pressure, etc. via the communication bus 16. Information, lock-up clutch information of the CVTECU 14, information on switches in various parts of the vehicle such as a stop lamp switch and a courtesy switch (not shown), and the like.

  Based on this information, the idling stop ECU 11 during idling stop control detects that the driver depresses the brake pedal according to a red signal of the traffic signal and the like, and the master cylinder pressure is equal to or higher than a predetermined depressing pressure. By confirming that a predetermined stop condition for idling stop control (for example, a condition that the stop lamp is lit and the vehicle speed is lower than the predetermined vehicle speed) is satisfied, the vehicle travels to a predetermined vehicle speed or less even if the vehicle does not stop completely. Then, the engine ECU 12 is instructed to stop the engine, and the engine ECU 12 stops the engine 3 automatically, for example, by throttle the fuel throttle.

  Next, when it is detected that the driver has released his / her foot from the brake pedal and the master cylinder pressure has dropped to a predetermined release pressure, such as when the traffic signal changes to a green light, the idling stop vehicle 1 performs a predetermined restart of the idling stop control. By confirming that the condition (for example, the condition that the stop lamp is turned off and the door is closed) is satisfied, the engine ECU 12 turns on the relay 7 by energizing the relay 7 instantaneously to supply the power of the battery 2 to the starter 6. Then, the starter 6 is started, and the stopped engine 3 is automatically restarted.

  Thereafter, automatic stop of the engine 3 based on establishment of a predetermined stop condition during deceleration and automatic restart of the engine 3 based on establishment of a predetermined restart condition are alternately performed.

  By the way, in the idling stop vehicle 1 described above, when the host vehicle is decelerated, the ISG ECU 15 is motor-driven by the ISG 9 and brake regeneration cooperative control is performed to add the regenerative brake by the ISG 9 and the hydraulic brake by the foot brake. At this time, the regenerative brake by the ISG 9 corresponding to the operation amount of the foot brake is derived by the ISG ECU 15, the derived regenerative brake is converted from the torque of the motor shaft to the axle torque, and the regenerative brake is added to the hydraulic brake. Such a brake regeneration cooperative control function by the ISGECU 15 corresponds to a “brake regeneration cooperative control unit” in the present invention.

  Further, as shown in FIG. 3A, the ISGECU 15 operates the cooperative brake between the regenerative brake and the hydraulic brake by the foot brake operation when the vehicle speed of the host vehicle (idling stop vehicle 1) decreases and stops. Thus, as shown in FIG. 5B, when it is time to stop the regenerative brake and switch to only the hydraulic brake, the detected deceleration of the vehicle detected by the G sensor 17 at that time is the foot brake by the driver. It is determined whether or not it exceeds the specified deceleration set according to the amount of operation of the engine, and when it is determined that it exceeds, the driving force by ISG9 is generated and so-called motor assist is executed, and the detected deceleration matches the specified deceleration Control to do. Here, the prescribed deceleration for each amount of operation of the foot brake is obtained in advance by experiment, mapped and stored in a memory or the like, and the prescribed deceleration corresponding to the amount of operation of the foot brake at that time is read out. Is desirable.

  Next, the operation will be described with reference to the flowchart of FIG.

  Now, based on the detected deceleration detected by the G sensor 17, the own vehicle (idling stop vehicle 1) starts decelerating and the cooperative brake is activated by adding to the hydraulic brake by the foot brake operation of the regenerative brake by the ISG 9 From the state, it is determined whether or not it is the timing to stop the regenerative brake and switch to only the hydraulic brake (step S1). If this determination result is NO, the operation is terminated, and if the determination result is YES, then A prescribed deceleration according to the amount of foot brake operation by the driver is derived from the map, and it is determined whether or not the detected deceleration by the G sensor 17 exceeds the derived prescribed deceleration (step S2).

  If the determination result in step S2 is NO, it can be determined that the regenerative brake is not too effective, and thus the operation ends. On the other hand, if the determination result in step S2 is YES, the regenerative brake may be excessively effective. Therefore, the ISG ECU 15 drives the ISG 9 as a motor, and the driving force generated by the ISG 9 is generated to perform so-called motor assist (step S3). The regenerative brake is caused by poor accuracy when the regenerative brake is added. Prevents the deceleration of the host vehicle from becoming larger than expected due to the effect of excessive braking or excessive braking before switching to the hydraulic brake only and stopping. After that, the operation ends.

  Therefore, according to the present embodiment, when the host vehicle (idling stop vehicle 1) decelerates, the deceleration detected by the G sensor 17 at the timing when the cooperative brake is switched to the hydraulic brake only is detected by the driver's foot brake. When it is determined that the specified deceleration corresponding to the amount of operation exceeds the ISG ECU 15, the ISG 9 is driven to assist the driving of the ISG 9, and the detected deceleration is controlled to become the specified deceleration. Due to inaccuracy due to inaccuracy when the brakes are added, the regenerative brakes become too effective, or the brakes become too effective before switching to the hydraulic brakes and stopping Thus, the deceleration of the host vehicle can be prevented from becoming larger than expected, and the regenerative brake It is possible to eliminate discomfort given to the driver by too can.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the case where the motor is the ISG (generator with motor function) 9 mounted on the idling stop vehicle 1 has been described. However, the motor is not limited to the ISG and generates a regenerative brake. Any motor can be used as long as the motor can be used. For example, the motor may be a motor for traveling as well as a hybrid vehicle that is driven by driving force of an engine and a motor for traveling.

  In the above-described embodiment, the example in which the G sensor 17 is used as the detection unit for detecting the deceleration of the host vehicle has been described. However, the detection unit is not limited to the G sensor as long as it can detect the deceleration of the host vehicle. Needless to say, this means may be used.

  The present invention can be applied to a vehicle having a function of adding a regenerative brake by a motor driven by a battery and a hydraulic brake by a foot brake in accordance with an operation amount of the foot brake.

1 Idling stop vehicle 2 Battery 3 Engine 9 ISG (motor)
15 ISGECU (Brake regeneration cooperative control unit)
17 G sensor (detection means)

Claims (1)

Vehicle control including a motor driven by a battery and a brake regeneration cooperative control unit that adds a regenerative brake by the motor and a hydraulic brake by the foot brake in accordance with an operation amount of the foot brake when the host vehicle decelerates In the device
Detecting means for detecting the deceleration of the host vehicle,
The brake regeneration cooperative control unit determines whether or not the deceleration detected by the detection unit exceeds a specified deceleration according to the amount of operation of the foot brake when the host vehicle decelerates. A vehicle control apparatus that controls the detected deceleration to be the specified deceleration by generating a driving force by the motor.

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