JP5760968B2 - Vehicle and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle and a vehicle control method, and more particularly, to travel control of a vehicle that travels using the inertia force of the vehicle.

  2. Description of the Related Art In recent years, attention has been paid to a vehicle that is mounted with a power storage device (for example, a secondary battery or a capacitor) and travels using driving force generated from electric power stored in the power storage device as an environment-friendly vehicle. Such vehicles include, for example, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like.

  In these vehicles, in order to further reduce the environmental load, it is required to improve energy efficiency by reducing fuel consumption and electricity consumption.

  For example, Japanese translations of PCT publication No. 2008-520485 (patent document 1) discloses that in a hybrid vehicle including an internal combustion engine and a motor generator, when the motor generator is in the generator mode, the power consumption is higher than the actual power consumption of the vehicle electrical system. A configuration for controlling a motor generator so as to alternately repeat a first interval for driving the motor generator to operate at an output and a second interval for switching off the motor generator is disclosed.

  According to this Japanese translation of PCT publication No. 2008-520485 (Patent Document 1), when the motor generator operates as a generator, the motor generator is driven at a highly efficient operating point in the first interval, and the second During this interval, the motor generator is stopped. As a result, since the operation of the motor generator is suppressed from being continued in a state of low efficiency during the power generation operation, the energy efficiency of the vehicle in the power generation operation can be improved.

  Japanese Patent Laying-Open No. 2010-6309 (Patent Document 2) describes a hybrid vehicle including an internal combustion engine and a motor generator in a traveling state using a driving force generated by the internal combustion engine and an inertia state in which the internal combustion engine is stopped. The structure which repeats driving | running | working alternately is disclosed. As a result, the internal combustion engine can be driven at a highly efficient operating point, so that fuel efficiency can be improved.

Special table 2008-520485 gazette JP 2010-6309 A JP 2007-187090 A Japanese Patent Laid-Open No. 2001-20771 JP 2010-178431 A

  However, in the above Japanese translations of PCT publication No. 2008-520485 (Patent Document 1), when passing through a curve and decelerating, depending on the decelerating operation, the regenerative energy that can be recovered or the energy that is lost as braking energy is uneven. Will occur.

  An object of the present invention is to provide a vehicle or a vehicle control method capable of improving the energy efficiency by calculating the timing for starting deceleration in advance from the road shape.

  The vehicle according to the present invention includes a car navigation device, a drive source that generates a traveling drive force, and a control device for controlling the drive source.

  The control device includes a first state in which a driving force is generated for the driving source and a driving force of the driving source that is higher than that in the first state at the time of a steady travel request in which a change in the requested driving force from the user falls within a predetermined range. A driving force changing operation is performed in which the vehicle travels while switching between the second state of the low level. The control device calculates the deceleration start timing of the vehicle based on information given from the car navigation device, and controls the drive source to perform deceleration when the deceleration start timing arrives.

Preferably, the information includes information that there is a curved road.
More preferably, the control device decelerates the vehicle speed corresponding to the required driving force toward the entrance of the curve road ahead by driving force change operation or regenerative braking, and enters the curve road at the reduced vehicle speed to drive the driving force. Continue the change operation.

  More preferably, the control device determines a vehicle speed to enter the curved road based on information about the shape of the forward curved road given from the car navigation device.

  More preferably, the drive source includes a motor. The vehicle further includes a power storage device that supplies power to the motor, and the control device determines a state of charge of the power storage device when entering the curved road based on information about the shape of the forward curved road given from the car navigation device. Control.

  Preferably, the drive source includes a motor. Based on the information, the control device calculates the regeneration start timing by the motor at a time later than the deceleration start timing based on the information, and when the deceleration start timing arrives, the controller performs deceleration while performing the driving force changing operation. When the regeneration start timing comes, the generation of driving force by the drive source is stopped and the motor is controlled so that regenerative braking is performed by the motor.

  Preferably, the drive source includes a motor. Based on the information, the control device calculates the regeneration start timing by the motor at the same time as the deceleration start timing in addition to the deceleration start timing, and when the deceleration start timing arrives, regenerative braking by the motor is performed instead of the driving force change operation. Control the motor to be done.

  More preferably, in the regenerative braking by the motor, the motor is controlled such that intermittent braking is applied in which braking is performed intermittently in a plurality of times.

More preferably, the control device returns the vehicle speed to the required driving force at the exit of the curved road.
Preferably, the vehicle further includes an operation unit for the user to specify the requested driving force, and the control device has a driving force smaller than the requested driving force specified by the operation unit when the deceleration start timing has arrived. The driving source is controlled so that the driving force changing operation corresponding to is executed.

  More preferably, the control device switches between the first and second states so that the speed of the vehicle is maintained within an allowable range during the execution of the driving force changing operation.

  More preferably, the control device switches to the second state in response to the vehicle speed increasing to the upper limit of the allowable range and responds to the first speed in response to the vehicle speed decreasing to the lower limit of the allowable range. Switch to state.

  More preferably, the driving force in the first state is set to be larger than a constant driving reference driving force capable of maintaining the speed of the vehicle, and the driving force in the second state is smaller than the reference driving force. Is set.

  More preferably, the vehicle travels mainly by the inertial force of the vehicle in the second state.

  In another aspect of the present invention, there is provided a vehicle control method including a car navigation device and a drive source that generates a travel driving force, and when a steady travel request in which a change in a requested drive force from a user is within a predetermined range. The driving force changing operation is performed for driving the vehicle while switching between the first state where the driving force is generated and the second state where the driving force of the driving source is lower than the first state. A step of calculating the deceleration start timing of the vehicle based on information given from the car navigation device, and a step of controlling the drive source so that the vehicle is decelerated when the deceleration start timing arrives.

  According to the present invention, in a vehicle that can travel using driving force from a driving source, the vehicle or vehicle control capable of improving the energy efficiency by calculating the timing for starting deceleration in advance from the road state. A method is provided.

1 is an overall block diagram of a vehicle according to an embodiment of the present invention. It is a time chart for demonstrating the outline | summary of the inertial traveling control in embodiment. FIG. 3 is a schematic plan view showing a relationship between a vehicle traveling in Embodiment 1 and a curve as a curved road. It is a flowchart for demonstrating the setting of the deceleration setting information in the driving force change driving | operation of this Embodiment 1. FIG. It is a flowchart at the time of the vehicle of embodiment of this invention performing basic driving | running with driving force change driving | operation control. It is a flowchart which shows the control content of S120 of FIG. 3 is a time chart illustrating an example of a vehicle control method according to the first embodiment. 5 is a time chart illustrating an example of a vehicle control method according to a second embodiment. 10 is a time chart illustrating an example of a vehicle control method according to a third embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Basic configuration of vehicle]
FIG. 1 is an overall block diagram of a vehicle 100 according to an embodiment of the present invention. As will be described in detail below, vehicle 100 is an electric vehicle that uses a rotating electrical machine as a drive source.

  The vehicle 100 includes a power storage device 110, a system main relay (SMR) 115, a drive control unit (PCU) 120, a motor generator (motor) 130, a power transmission gear 140, and a drive. A wheel 150, a hydraulic brake 160, and an ECU (Electronic Control Unit) 300 that is a control device are provided. PCU 120 includes a converter 121, an inverter 122, voltage sensors 180 and 185, and capacitors C1 and C2.

  The power storage device 110 is a power storage element configured to be chargeable / dischargeable. The power storage device 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, or a power storage element such as an electric double layer capacitor.

  Power storage device 110 is connected to PCU 120 via power lines PL1 and NL1. Then, power storage device 110 supplies power for generating driving force of vehicle 100 to PCU 120. The power storage device 110 stores the electric power generated by the motor generator 130. The output of power storage device 110 is, for example, about 200V.

  The power storage device 110 is provided with a voltage sensor 170 and a current sensor 175. Voltage sensor 170 detects voltage VB of power storage device 110 and outputs the detection result to ECU 300. Current sensor 175 detects current IB input to and output from the power storage device, and outputs the detected value to ECU 300.

  The relay included in SMR 115 has one end connected to the positive terminal and the negative terminal of power storage device 110 and the other end connected to power lines PL 1 and NL 1 connected to PCU 120. SMR 115 switches between power supply and cutoff between power storage device 110 and PCU 120 based on control signal SE <b> 1 from ECU 300.

  Converter 121 performs voltage conversion between power lines PL1, NL1 and power lines PL2, NL1 based on control signal PWC from ECU 300.

  Inverter 122 is connected to power lines PL2 and NL1. Inverter 122 converts DC power supplied from converter 121 into AC power based on control signal PWI from ECU 300 and drives motor generator 130.

  Capacitor C1 is provided between power lines PL1 and NL1, and reduces voltage fluctuation between power lines PL1 and NL1. Capacitor C2 is provided between power lines PL2 and NL1, and reduces voltage fluctuation between power lines PL2 and NL1.

  Voltage sensors 180 and 185 detect voltages VL and VH applied to both ends of capacitors C1 and C2, respectively, and output the detected values to ECU 300.

  Motor generator 130 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor including a rotor in which permanent magnets are embedded.

  The output torque of motor generator 130 is transmitted to drive wheel 150 via power transmission gear 140 configured to include a reduction gear and a power split mechanism. Motor generator 130 serves as a drive source that generates a driving force for driving vehicle 100. The motor generator 130 can generate power by the rotation of the drive wheels 150 during the regenerative braking operation of the vehicle 100. Then, the generated power is converted into charging power for power storage device 110 by PCU 120.

  In order to detect the speed (vehicle speed) of the vehicle 100, a speed sensor 190 is provided in the vicinity of the drive wheel 150. Speed sensor 190 detects vehicle speed SPD based on the rotational speed of drive wheel 150 and outputs the detected value to ECU 300. Further, a rotation angle sensor (not shown) for detecting the rotation angle of motor generator 130 may be used as the speed sensor. In this case, ECU 300 indirectly calculates vehicle speed SPD based on a temporal change in the rotation angle of motor generator 130, a reduction ratio, and the like.

  Although not shown in FIG. 1, ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer. The ECU 300 inputs signals from sensors and outputs control signals to devices, and stores power. The device 110 and each device of the vehicle 100 are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The ECU 300 is connected to a car navigation device 310. The car navigation device 310 transmits information on the presence / absence of a course curve and the shape of the curve to the ECU 300 based on the stored map information. Note that road information from ITS (Intelligent Transport Systems) obtained from sensors or imaging devices installed in the vicinity of the road in advance may be input to the ECU 300.

  The ECU 300 is configured to determine and set deceleration conditions such as calculating vehicle speed corresponding to a curve by indirectly using such information.

  ECU 300 calculates the deceleration start timing of the vehicle based on the given information on the road shape, and controls the rotational drive of motor generator 130 so that the deceleration is performed while the driving force changing operation is performed when the deceleration start timing arrives. To do.

  The ECU 300 is connected to an operation unit 320 having an accelerator pedal. From the operation unit 320, a required torque signal TR is designated and output according to the amount of depression of an accelerator pedal (not shown). The requested torque signal TR is input to the ECU 300 and used as a requested driving force specified by the user.

  Further, the ECU 300 is connected to a display unit 330. The display unit 330 includes a monitor device and a display device for an instrument panel provided in the passenger compartment of the vehicle 100. Various display output signals output from the ECU 300 are displayed in a state where the display unit 330 can visually recognize them.

  The various display signals include various message outputs displayed on the display unit 330. Examples of various message outputs include “Decelerating: Curved”, “Regenerative brake activated”, “Regenerative brake activated”.

  ECU 300 generates and outputs a control signal for controlling PCU 120, SMR 115, and the like. In FIG. 1, one control device is provided as the ECU 300. However, for example, a control device for the PCU 120, a control device for the power storage device 110, or the like is provided individually for each function or for each control target device. It is good also as a structure which provides a control apparatus.

  ECU 300 calculates a state of charge (SOC) of power storage device 110 based on detected values of voltage VB and current IB from voltage sensor 170 and current sensor 175 provided in power storage device 110.

  ECU 300 receives a required torque signal TR determined from a host ECU (not shown) based on an operation of an accelerator pedal (not shown) by a user. ECU 300 generates control signals PWC and PWI for converter 121 and inverter 122 based on a request torque signal TR from the user, and controls driving of motor generator 130.

  ECU 300 also receives mode signal MOD set by the user. This mode signal MOD is a signal for instructing whether or not to execute inertial traveling control to be described later. The mode signal MOD is switched by a specific switch or setting on the operation screen. Alternatively, the mode signal MOD may be automatically set in response to the establishment of a specific condition.

  ECU 300, for example, operates to perform inertial running control when mode signal MOD is set to ON, and does not perform inertial running control when mode signal MOD is set to OFF. It operates so as to perform the running.

  In addition, the ECU 300 changes the driving force when a request for steady driving is obtained, in which the change in the required driving force is within a predetermined range, obtained by the required torque signal input as the user required power in a state where inertial running control is being performed. Run the operation.

  When the information including the information that the road ahead is a curve at the time of steady driving request is acquired by the car navigation device 310, the ECU 300 changes the driving force so that the vehicle speed is decelerated from the current vehicle speed. Execute.

  During execution of the driving force change operation, the first state and the second state are switched by the ECU 300 so that the speed of the vehicle 100 is maintained within the allowable range.

  In addition, switching from the first state to the second state is performed in response to the speed of the vehicle 100 increasing to the upper limit of the allowable range.

  The second state is a state in which the driving force is set to be smaller than a reference driving force having a constant output capable of maintaining the speed of the vehicle 100. In addition, the first state is switched in response to the speed of the vehicle 100 decreasing to the lower limit of the allowable range. The driving force in the first state is set larger than the reference driving force.

  Then, vehicle 100 travels mainly by the inertial force of vehicle 100 in the second state.

[Inertia running]
In such a vehicle, when the motor generator 130 generates driving force, the power of the power storage device is consumed. Since the capacity of the power storage device 110 is determined in advance, in order to travel as long as possible with the power stored in the power storage device, it is necessary to improve energy efficiency during travel and suppress power consumption. .

  Since the inertial force is acting on the vehicle while the vehicle is running, if the driving force by the motor generator is made lower than the driving force required to maintain the vehicle speed while the vehicle is running, the vehicle speed gradually decreases. However, traveling for a while using the inertial force of the vehicle (hereinafter also referred to as “inertia traveling”) is continued.

  During this inertia traveling, the driving force output from the motor generator 130 is small, so that the power consumption from the power storage device is reduced. Therefore, if traveling can be performed using inertial traveling, it may be possible to improve energy efficiency during vehicle traveling.

  Therefore, in the embodiment, in the electric vehicle shown in FIG. 1, the motor generator is operated when the required torque from the user is substantially constant, and thereby the vehicle speed is always maintained constant. Driving that repeatedly travels while switching between the first state in which the driving force from 130 is in a high output state and the second state in which the driving force of the motor generator is lower than in the first state (hereinafter, Inertia traveling control for performing “driving force changing operation”) is executed to improve energy efficiency during traveling.

[Inertia energy efficiency]
FIG. 2 is a time chart for explaining the outline of the inertial running control in the embodiment. In FIG. 2, time is shown on the horizontal axis, and the vehicle speed SPD, the output of the motor generator 130, the required power from the user, the charge / discharge power of the power storage device, and the SOC of the power storage device are shown on the vertical axis. In addition, about the charging / discharging electric power of an electrical storage apparatus, discharging electric power is represented by the positive value and charging electric power is represented by the negative value.

  Referring to FIG. 2, consider a case where vehicle 100 travels on a flat road at a constant vehicle speed V1. In this case, the power required by the user is given as a substantially constant value. Note that “the power requested by the user is a substantially constant value” means that the user requested power is within a predetermined range (for example, ± 3 km / It means the state maintained in h).

  Referring to FIGS. 1 and 2 again, when inertial traveling control is not applied, the output of motor generator 130 is continuously output at a substantially constant magnitude as indicated by broken line W13. As a result, the vehicle speed SPD is maintained substantially constant as indicated by a broken line W11.

  At this time, since constant power is continuously output from power storage device 110 as indicated by broken line W15, the SOC of power storage device 110 decreases linearly as indicated by broken line W17.

  On the other hand, when the inertial running control is performed by the ECU 300, the acceleration running as the first state in which the driving force of the motor generator 130 is in the high output state and the driving force of the motor generator 130 in the low output state. As a result, inertial running as the second state, which is lower than the first state, is alternately repeated.

  Specifically, until the time t1 in FIG. 2, the inertia traveling control is not applied, and the driving force PM1 is continuously output to the motor generator 130.

  When execution of the inertial running control is instructed by the user at time t1, driving power PM1 of motor generator 130 is reduced to a relatively small driving power PM2 (solid line W12 in FIG. 2). Since the driving force PM2 is smaller than the driving force that can maintain the current vehicle speed V1, the vehicle speed SPD gradually decreases as the running by the inertial force starts as indicated by the solid line W10 in FIG. The driving force PM2 may be zero.

  At this time, the charge / discharge power from the power storage device 110 (solid line W14 in FIG. 2) decreases, so that the amount of decrease in SOC is suppressed compared to the case of constant output (broken line W17 shown as a comparison in FIG. 2) ( Solid line W16 in FIG. 2).

  Then, when vehicle speed SPD falls to vehicle speed lower limit LL within a predetermined allowable range with respect to target vehicle speed V1 (time t2 in FIG. 2), drive of motor generator 130 is switched to a high output state. At this time, the driving force of the motor generator 130 is set to a driving force PM3 that is larger than the driving force PM1 required to maintain the vehicle speed V1. As a result, the vehicle 100 is accelerated. During this acceleration traveling, the amount of decrease in SOC is slightly larger than when inertial traveling control is not performed, but power consumption is suppressed by inertial traveling from time t1 to t2, so compared to the case of constant output. The total SOC is kept high (solid line W16 in FIG. 2).

  Further, when the vehicle speed SPD rises to the vehicle speed upper limit value UL within the predetermined allowable range, the motor generator 130 is again set to the low output state as the second state, which is at a lower level than the first state ( At time t3) in FIG. 2, inertial running is executed.

  Thereafter, similarly, when the vehicle speed SPD decreases to the vehicle speed lower limit value LL, the motor generator 130 is switched to the high output state which is the first state, and when the vehicle speed SPD increases to the vehicle speed upper limit value UL, the motor generator 130 It is switched to the low output state which is the state.

  By repeating such driving force changing operation, although the vehicle speed SPD varies within the allowable range, it is possible to suppress the decrease in the SOC of the power storage device while maintaining the average speed substantially at the vehicle speed V1. As a result, energy efficiency is improved as a whole while reducing dull feeling and improving drivability, and the travelable distance by the electric power stored in the power storage device 110 can be increased.

  The driving force and acceleration time of the motor generator 130 when performing acceleration traveling can be arbitrarily set. For example, the acceleration time may be set to a predetermined time, and the motor driving force may be set such that the vehicle speed SPD can be increased from the vehicle speed lower limit value LL to the vehicle speed upper limit value UL within that period.

  Alternatively, the driving force of the motor generator 130 used for acceleration may be set to a predetermined output, and the acceleration time may be achieved. If the acceleration time is too short, a large power is required, and torque shock may occur. On the other hand, if the motor driving force is too small, the acceleration time, that is, the driving time of the motor generator becomes long, and it becomes difficult to perform inertial running. Therefore, the acceleration time and the motor driving force at the time of acceleration are appropriately set in consideration of drivability and energy efficiency.

  The motor driving force in the high output state may be the same magnitude (PM3 = PM5) or may be different magnitude (PM3 ≠ PM5). The motor driving force in the low output state may be the same magnitude (PM2 = PM4) or may be different magnitude (PM2 ≠ PM4).

  In the inertial running control, as described above, the driving force changing operation as shown in FIG. 2 is executed at the time of the request for steady running where the required power from the user is substantially constant and falls within a predetermined range.

  Alternatively, when it is necessary to quickly decelerate, the motor driving force of motor generator 130 is reduced during a period when the deceleration request is received. When it is necessary to decelerate more quickly, the motor generator 130 may perform regenerative braking (regenerative braking) or braking with a brake device during a period when the deceleration request is received. In this case, motor generator 130 outputs a negative motor driving force by regenerative power generation, and charges power storage device 110 with the generated power. As a result, the SOC can be further increased and the energy efficiency can be improved while maintaining the vehicle speed SPD within the allowable speed range.

[Embodiment 1]
FIG. 3 is a schematic plan view showing the relationship between the vehicle traveling in Embodiment 1 and a curve as a curved road.

  FIG. 4 is a flowchart for explaining the setting of deceleration setting information in the driving force change operation of the first embodiment.

  In the first embodiment, each step in the flowcharts shown in FIGS. 4 to 6 illustrating the inertial traveling control process executed by ECU 300 is realized by executing a program stored in ECU 300 in a predetermined cycle. Is done. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  When vehicle control starts, in step (hereinafter, step is abbreviated as S) 10, car navigation device 310 acquires information related to the shape of the course ahead of vehicle 100 and outputs the information to ECU 300. The information related to the shape of the forward path includes information related to the shape of the forward curved path, such as the radius of curvature of the curved path, the length, and the distance to the entrance of the curved path.

  When the process proceeds to S20, ECU 300 determines whether or not the road ahead is a curved road.

  In S20, if there is a curve on the road ahead, the process proceeds to S30. On the other hand, if there is no curve in S20, the process proceeds to S40. In S40, the deceleration setting information is cleared, and in S50. The ECU 300 returns the process to the main routine.

  When the process proceeds to S30, the ECU 300 calculates and sets deceleration setting information from the current vehicle speed of the vehicle 100 and the distance to the entrance of the curve.

  This deceleration setting information includes the vehicle speed V3 at the curve entrance as a deceleration target, with the upper limit speed being the speed that can pass through the curve when entering the curve, based on information about the shape of the curve ahead.

  This deceleration setting information includes a deceleration start timing (or position) indicating a timing at which deceleration is started using deceleration by driving force change operation.

  In addition, the deceleration setting information includes a regeneration start timing (or position) indicating a timing for applying the regenerative braking using the regenerative drive torque of the motor generator 130.

  Then, ECU 300 starts deceleration from time t1 at which deceleration is started based on state of charge SOC calculated based on the detected values of voltage VB and current IB, current vehicle speed V1 detected by speed sensor 190, and target vehicle speed V3. Deceleration setting information including time t2 at which braking is started is calculated.

  As shown in FIG. 3, when the traveling vehicle 100 approaches the entrance of the curve, the car navigation device 310 provided in the vehicle 100 outputs information on the shape of the curve. The ECU 300 receives information on the shape of the curve and determines whether or not to perform deceleration by the driving force changing operation.

  When it is assumed that the current position of the vehicle 100 is before the curve is reached based on the information on the shape of the curve, deceleration setting information is obtained from the current vehicle speed of the vehicle 100 and the distance to the entrance of the curve. The deceleration start time (or position) and the regeneration start time (or position) are calculated and set.

  The vehicle 100 sequentially performs deceleration control by driving force change operation and deceleration control by regenerative braking in accordance with the set deceleration start timing (or position) and regeneration start timing (or position). The vehicle 100 is decelerated to the vehicle speed V2 by reducing the output from the driving force changing operation.

  The vehicle speed V2 is set so that the SOC value does not exceed the SOC control threshold value of the power storage device 110 even when the deceleration energy associated with the next regenerative braking is collected and the power storage device 110 is charged. Set from information.

  Further, a control signal for decelerating the vehicle 100 from the vehicle speed V2 to the vehicle speed V3 that can pass through the curve is set by regenerative braking of the motor generator 130.

  The vehicle 100 decelerated to a predetermined vehicle speed V3 travels from the entrance to the exit of the curve with the vehicle speed V3, and returns to the vehicle speed V1 again on a straight road.

[Basic vehicle travel control]
FIG. 5 is a flowchart when the vehicle according to the embodiment of the present invention performs basic traveling with driving force change operation control.

  When inertial running control starts, ECU 300 determines in S100 whether inertial running control is selected based on mode signal MOD set by the user.

  When mode signal MOD is set to OFF and inertial running control is not selected (NO in S100), the subsequent processing (S110 to S148) is skipped, and in S150, ECU 300 returns the processing to the main routine. .

  If mode signal MOD is set to ON and inertial running control is selected (YES in S100), the process proceeds to S110, and ECU 300 then performs a user operation based on requested torque signal TR. It is determined whether or not the required power from is almost constant.

  If the user requested power is substantially constant (YES in S110), the process proceeds to S120, and ECU 300 selects to execute the driving force changing operation. Details of the driving force changing operation will be described later with reference to FIG. At that time, the deceleration setting information described in FIG. 4 is used.

  In addition, the routine process of step S120 advances and a driving force change driving | operation is performed. Thereafter, the process is returned to the main routine, and the process is executed again from S100 in the next control cycle. If the user requested power fluctuates due to acceleration or deceleration (NO in S110), the process proceeds to S115, and ECU 300 interrupts the driving force changing operation.

  ECU 300 drives motor generator 130 in a high output state to accelerate vehicle 100 when acceleration is instructed by user-requested power (YES in S117) (S146).

  On the other hand, if deceleration is instructed by the user (NO in S117), the process proceeds to S148.

  When the process proceeds to S148, ECU 300 executes either deceleration by inertia traveling with motor generator 130 switched to the low output state or deceleration accompanied by regenerative braking by driving motor generator 130 in the regenerative state. Alternatively, the vehicle may be decelerated while alternately switching between deceleration by inertia traveling and deceleration accompanying regenerative braking.

  Thereafter, when the acceleration or deceleration operation by the user is finished and the user required power is almost constant (YES in S110), the process proceeds to S120 and the driving force changing operation is resumed.

  By performing control according to the above-described processing, ECU 300 repeats inertial traveling and acceleration traveling in a state where the required power from the user is substantially constant (steady traveling period) as shown in FIG. Execute driving force change operation. For this reason, at the time of a steady driving request in which the change in the requested driving force from the user falls within a predetermined range, the vehicle speed SPD is maintained within a substantially constant allowable speed range around the vehicle speed V1 of the broken line W11. Therefore, the energy efficiency can be improved as shown in the comparison of the SOC reduction amount (W16, W17) in FIG.

FIG. 6 is a flowchart showing the control content of S120 of FIG.
FIG. 7 is a time chart illustrating an example of a control method for the vehicle 100 according to the first embodiment. With reference to FIG. 7, description will be made in the order of processing when information from the car navigation device 310 is obtained from the information from the car navigation device 310 that there is a road having a curve in the course ahead of the vehicle 100.

  When the control of the vehicle 100 according to the first embodiment is started, in S121, it is determined whether or not there is deceleration setting information in the information of the road ahead provided from the car navigation device 310. For example, the deceleration setting information includes information “There is a curve”.

  If there is deceleration setting information in S121, ECU 300 proceeds to the next S122, and if there is no deceleration setting information, ECU 300 proceeds to S128.

  In S122, ECU 300 determines whether or not the deceleration start timing or the deceleration start position has passed. If it is determined in S122 that the deceleration start timing or the deceleration start position has passed, the ECU 300 advances the process to S123. In S123, a message to start deceleration is displayed on the display unit 330 based on the message output signal output from the ECU 300, with a content such as “Decelerated: There is a curve”. Thereby, it is recognized why the deceleration is started, and the user's uncomfortable feeling is alleviated.

  If it is not determined in S122 that the deceleration start timing or the deceleration start position has passed, the process proceeds to S128.

  In S128, ECU 300 sets a vehicle speed upper limit value (UL), a vehicle lower limit value (LL), and a pulse height (PMH, PML) corresponding to the user request power, and advances the process to S130.

  On the other hand, after the message is output in S123, it is determined in S124 whether the regeneration start time or the regeneration position has passed.

  If it is determined in S124 that the regeneration start time or the regeneration start position has passed, the ECU 300 advances the process to S125. In S125, a message for starting deceleration by regenerative braking is displayed on the display unit 330 based on the message output signal output from the ECU 300 with the content of “regenerative brake operation”.

  On the other hand, when it is not determined in S124 that the regeneration start time or the regeneration start position has passed, the ECU 300 advances the process to S129.

  In S129, the vehicle speed upper limit value (UL), the vehicle speed lower limit value (LL), and the pulse height (PMH, PML) are set according to the deceleration plan.

  In the control of the vehicle 100 according to the first embodiment, as shown at times t1 to t2 in FIG. 7, the allowable speed range (UL to LL) gradually decreases in proportion to the decrease in the vehicle speed. The driving force in PCU 120 is set by ECU 300.

  Therefore, the driving forces PMH2 and PMH3 are output so as to be smaller than the driving force PMH1 when traveling at a constant vehicle speed and the output time is gradually shortened (TH1> TH3), and the vehicle speed SPD is set to the vehicle speed V1. To gradually decrease to vehicle speed V2.

  That is, if the vehicle speed SPD is equal to or higher than the vehicle speed upper limit UL in S130, the ECU 300 advances the process to S140. In S140, the ECU 300 decreases the pulse height PMH2 or PMH3 rather than the pulse height PMH1, or extends the interval TL3 longer than the interval TL1 so that the motor driving force becomes lower. Reduce the duty ratio of the motor output waveform.

  In FIG. 7, when the vehicle speed V3 reaches or exceeds the vehicle speed upper limit UL, the motor driving force is decreased in S140 to decrease the vehicle speed SPD.

  If the vehicle speed SPD has not reached the vehicle speed upper limit UL in S130, the process proceeds to S135. In S135, it is determined whether or not the vehicle speed SPD has dropped below the vehicle speed lower limit LL.

  In S135, when the vehicle speed SPD falls below the vehicle speed lower limit value LL, the ECU 300 increases the duty ratio and / or the pulse height of the motor output waveform so that the motor driving force becomes higher, and the vehicle speed lower limit value LL. Maintain the vehicle speed so that it does not drop below.

  If the vehicle speed SPD has not decreased to the vehicle speed lower limit LL in S135, the ECU 300 maintains the current state of the motor generator 130.

When the process of S144 ends, the process returns to the flowchart of FIG. 5 in S145.
On the other hand, when it is determined in S124 that the regeneration start time or the regeneration start position has passed, a deceleration start message display such as “regenerative brake operation” is displayed in advance in S125, immediately before time t2, and the process proceeds to S126. .

  When the process proceeds to S126, control signals PWC and PWI for operating the regenerative brake are transmitted from the ECU 300 to the PCU 120 at time t2.

  The regenerative brake of the motor generator 130 is braked by the control signals PWC and PWI.

  In the energy recovery period TC3 provided between the time t2 and the time t3, the regenerative energy PC1 is recovered by the power storage device 110 while being decelerated from the vehicle speed V2 to V3 along with the braking operation.

  As the regenerative energy PC1 is recovered, the SOC value of the power storage device 110 increases from SOC2 to SOC3. The total amount of regenerative energy PC1 collected so that the increased SOC3 value does not exceed the SOC control threshold even at the maximum is preset by the deceleration control plan.

  In this deceleration control plan, the deceleration for decelerating the vehicle 100 from the vehicle speed V2 to the vehicle speed V3 at which the vehicle can enter the curve is set so as to continue smoothly and not give the user a sense of incongruity. For example, the deceleration is preferably set to be slightly larger than the deceleration equivalent to that of the immediately preceding driving force change operation, so that the deceleration is equal to or larger than that of the immediately preceding driving force change operation. .

  In ECU 300, the value of regenerative energy PC1 recovered by regenerative braking is set in advance to obtain this deceleration. Further, the length of the energy recovery period TC3 in which regenerative braking is performed is set by the value of the regenerative energy PC1, and the total amount is adjusted.

  In S127, a message indicating that regeneration is being performed is displayed on the display unit 330 based on a message output signal output from the ECU 300, such as “regenerative braking is in operation”. Then, in S145, the process returns to the main routine shown in FIG.

  The vehicle 100 according to the first embodiment reaches the entrance of the curve at time t3 when the regenerative brake is activated and the vehicle speed V3 is reduced. For this reason, from time t3 to time t4 when reaching the exit of the curve, the vehicle 100 can always pass at a constant vehicle speed V3 by the driving force changing operation.

  The maximum vehicle speed V3-4max at times t3 to t4 can be set to a safe traveling speed set in accordance with, for example, a curve shape.

  When the vehicle 100 that always travels at a constant vehicle speed V3 reaches the exit of the curve, a relatively large driving force PMa is temporarily output from the motor generator 130 and accelerated. For this reason, after time t4, it can be immediately returned to the same vehicle speed V5 (V5 = V1) again on a straight road.

  In this embodiment, a combination of driving force change operation when passing a curve and regenerative braking is used. For this reason, the timing for starting deceleration in advance is calculated from the vehicle running state and the road shape, and the relatively strong regenerative brake is operated only before the entrance, so that sufficient deceleration and recovery of the regenerative energy PC1 can be performed. Therefore, even if the driving force changing operation is continuously performed with a low driving force PMH4 until the exit of the curve, the SOC value of the power storage device 110 can be maintained at a large value because the regenerative energy PC1 is recovered. Therefore, it is possible to instantaneously output the driving force PMa that generates an acceleration that returns to near the vehicle speed V1 in a short time from the power storage device 110 having a sufficient capacity.

  In addition, since the time for returning to the vehicle speed V5 that is the same as the vehicle speed V1 on the straight road before entering the curve can be shortened, on the straight road after time t4, the driving force that alternately repeats the driving forces PMH1 and PML1 corresponding to the user-requested power. Changed operation can be resumed early.

  In the first embodiment, the driving force PMH4 is intermittently and continuously applied by the inertial traveling control while the vehicle 100 is traveling on a curve (time t3 to t4). For this reason, the vehicle speed V3 is maintained at a predetermined speed or more, and the possibility that the difference from the vehicle speeds V1 and V5 when traveling on a straight road becomes larger than necessary is reduced. Further, when the timing at which the larger driving force PMa is output at the time t4 when the vehicle reaches the exit by the curve coincides with the period during which the driving force PMH4 is output, the output fluctuation of the motor generator 130 can be reduced, and the user request The vehicle is smoothly accelerated to a certain vehicle speed V5 corresponding to the power, and good drivability is obtained.

  Further, ECU 300 obtains information on a road having a curve in the course ahead of the vehicle based on information from car navigation device 310 mounted on vehicle 100. For this reason, on the straight road before reaching the curve entrance, it is possible to start the deceleration by the driving force changing operation at an early stage with a sufficient distance, and further improve the energy efficiency.

  In the vehicle 100 of the first embodiment, the ECU 300 calculates the regeneration start timing by the motor generator 130 at a time point later than the time t1 of the deceleration start timing in addition to the deceleration start timing based on information from the car navigation device 310. . When the deceleration start timing arrives at time t1, ECU 300 controls motor generator 130 to perform deceleration while performing a driving force changing operation. When the regeneration start timing arrives at time t2, ECU 300 controls to stop the generation of driving force by motor generator 130 and perform regenerative braking by motor generator 130.

  In FIG. 7, the regenerative energy PC1 is recovered from time t2 to time t3 by the operation of the regenerative brake. For this reason, the SOC value increases from SOC2 to SOC3 by the recovered regenerative energy PC1. At time t3, a deceleration control plan is set in advance based on information from the car navigation device 310 so that SOC3 of the power storage device 110 is equal to or lower than the SOC control threshold value. Therefore, the SOC value does not exceed the SOC control threshold value.

  In addition, when entering a curve, there are many cases where the vehicle can be decelerated without using a hydraulic brake. For this reason, the energy loss accompanying the braking operation | movement of a hydraulic brake can also be suppressed.

[Embodiment 2]
In the second embodiment, an example will be described in which the deceleration determination timing and the regeneration start timing coincide with each other at the same time t11.

  FIG. 8 is a time chart illustrating an example of a vehicle control method according to the second embodiment. In the second embodiment, the configuration of main parts such as PCU 120, motor generator 130 and ECU 300, car navigation device 310, etc. in FIG. 1 is the same. Further, the description of the part overlapping with the time chart of FIG. 7 in FIG. 8 will not be repeated.

  Based on information from the car navigation device 310, the ECU 300 refers to the SOC value and calculates the regeneration start timing by the motor generator 130 at the same time as the deceleration start timing together with the deceleration plan in addition to the deceleration start timing.

  When the deceleration start timing arrives at time t11, motor generator 130 is controlled so that regenerative braking by motor generator 130 is performed instead of the driving force changing operation.

  For this reason, at time t12 on the straight road before the entrance of the curve, the SOC1 value is obtained so that sufficient deceleration energy can be recovered. In addition to the control signal for stopping the driving force change operation, the ECU 300 sends a control signal for operating the regenerative brake to the PCU 120. Sent.

  By the operation of the regenerative brake, the vehicle speed is reduced from V1 to V2 and the regenerative energy PC2 is recovered in the energy recovery period TC1 from time t11 to t12 in FIG.

  As a result, the SOC value increases from SOC1 to SOC2. At this time, even if the vehicle speed is reduced to the vehicle speed V2 that can pass through the curve, a deceleration control plan is set in advance so that the increased SOC2 is equal to or lower than the SOC control threshold value. Therefore, by setting in advance a deceleration due to regenerative braking from time t11 to time t12 when reaching the entrance of the curve, the time t11 at which regenerative braking is started is used as the curve shape information from the car navigation device 310. Can be set based on.

  In the example of FIG. 8, compared to FIG. 7, on the straight road up to time t <b> 11, the time t <b> 11 at which braking of the regenerative brake is started is brought close to the curve entrance while considering the state of the SOC value of the power storage device 110. Can do. Therefore, as long as drivability such as deterioration in riding comfort caused by an increase in deceleration is allowed, the vehicle can be decelerated to the vehicle speed V2 in a short time with the most efficient deceleration of the energy recovery efficiency of regenerative braking. Moreover, since regenerative braking is started from the same time t11 as the deceleration determination timing, the time required to pass near the curve can be shortened.

[Embodiment 3]
In the third embodiment, a case where the deceleration determination timing coincides with the regeneration start timing and is the same time t21 will be described as an example.

  FIG. 9 is a time chart illustrating an example of a vehicle control method according to the third embodiment. In the third embodiment, the configuration of main parts such as PCU 120, motor generator 130 and ECU 300, car navigation device 310, etc. in FIG. 1 is the same. Also, the description of the parts of FIG. 9 that overlap the time charts of FIGS. 7 and 8 will not be repeated.

  In FIG. 9, in addition to the control by the ECU 300 shown in the time chart of FIG. 8, the SOC value is referred to based on information from the car navigation device 310, and at the same time as the deceleration start timing in addition to the deceleration start timing. The braking start timing of regenerative braking by the point motor generator 130 is calculated together with the deceleration plan.

  In the vehicle according to the third embodiment, intermittent braking is applied as regenerative braking by the motor generator 130 in which braking is performed intermittently in a plurality of times.

  The ECU 300 refers to the SOC value based on the information on the shape of the road ahead from the car navigation device 310, and in addition to the deceleration start timing, the ECU 300 determines the regeneration start timing at the same time as the deceleration start timing together with the deceleration plan. calculate.

  When the deceleration start timing arrives at time t21, intermittent braking by the motor generator 130 is performed instead of the driving force changing operation.

  That is, at time t21 in accordance with the deceleration control plan, a control signal for operating the regenerative brake and recovering the regenerative energy PC31 is transmitted to the PCU 120 at the timing of starting deceleration. A control signal for operating the regenerative brake is transmitted to the PCU 120 at time t22 at intervals after the end of recovery of the regenerative energy PC31. A control signal for operating the regenerative brake is transmitted to the PCU 120 at time t23 at intervals after the recovery of the regenerative energy PC32. At the time t24 at an interval after the recovery of the regenerative energy PC33, a control signal for operating the regenerative brake is transmitted to the PCU 120, and the regenerative energy PC34 is recovered.

  In the third embodiment, the recovery times of the regenerative energies PC31 to PC34 in place of the regenerative energy PC2 of the second embodiment are short, and the regenerative energies PC31 to PC34 are set to substantially the same recovery time. Yes.

  An interval is set between each of these regenerative energies PC31 to PC34, and the regenerative braking by the motor generator 130 is divided into a plurality of times and applied intermittently.

  Even if the time from the time t21 at which the vehicle speed V1 is reduced to the time t25 at which the vehicle speed V2 is decelerated is short, the size and length of the regenerative energy PC31 to PC34, and the regenerative energy PC31 to PC34 Changing the interval can be changed by setting.

  Thus, the sum of the recovered regenerative energies PC31 to PC34 is set so that the vehicle can be decelerated to the desired vehicle speed V2.

  For this reason, it is possible to set the deceleration of a good riding comfort so that the vehicle 100 does not suddenly decelerate in a time different from the energy recovery period TC1 shown in FIG. 8, and more preferably even in the short energy recovery period TC2. Thus, drivability can be improved.

  Furthermore, the size and length of each of the regenerative energy PC31 to PC34 are set so as to have the same deceleration and the same interval, but increase stepwise so that the regenerative brake can gradually obtain a large braking force. It may be set as follows. Further, it is desirable to set the interval between the control signals so as to be shorter according to the setting of the stepwise output fluctuation, and a desired deceleration feeling can be set.

  Thus, when the SOC value of the battery becomes SOC1 that can sufficiently recover the deceleration energy on the straight path before the entrance of the curve, ECU 300 recovers regenerative energy PC31 to PC34 together with the control signal for stopping the driving force changing operation. Output a control signal. Thereby, the regenerative braking divided into a plurality of times is intermittently performed by the motor generator 130.

  Due to the braking operation of the regenerative brake, at times t21 to t25, the vehicle speed is reduced from V1 to V2, and the regenerative energy PC31 to PC34 is recovered.

  As a result, the SOC value increases from SOC1 to SOC2. At this time, even if the vehicle is decelerated to V2 which is the median value of the vehicle speed passing through the curve, the reduction by regenerative braking from time t21 to time t25 when reaching the entrance of the curve is performed so that SOC2 becomes equal to or lower than the SOC control threshold value. The speed is preset.

  For this reason, the optimal timing which starts deceleration from the road shape in advance is calculated from the information obtained from the car navigation device 310, and energy efficiency can be improved. In addition, based on the SOC value of the power storage device 110, even if the time t21 at which braking of the regenerative brake is started is set close to the time corresponding to the point immediately before the curve entrance on the straight road, the deceleration is smoothly reduced by intermittent braking. Therefore, drivability such as ride comfort can be further improved.

  Thus, the vehicle 100 can smoothly collect the regenerative energy PC31 to PC34 without impairing drivability, and calculates the timing for starting deceleration before the curve from the information of the car navigation device 310, thereby improving energy efficiency. be able to.

The first to third embodiments described above will be summarized with reference to the drawings again.
A vehicle 100 according to the present invention includes a motor generator 130 that generates a driving force for driving the vehicle 100, and an ECU 300 that controls the motor generator 130.

  ECU 300 has a first state in which driving force is generated for motor generator 130 and a driving force of motor generator 130 from the first state at the time of a steady travel request in which a change in the requested driving force from the user falls within a predetermined range. Further, the driving force changing operation for running the vehicle 100 is executed while switching the second state to a lower level.

  ECU 300 calculates the deceleration start timing of vehicle 100 based on information given from car navigation device 310, and controls motor generator 130 to perform deceleration when the deceleration start timing arrives.

  ECU 300 obtains information on a road having a curve in the course ahead of the vehicle based on information from car navigation device 310 mounted on vehicle 100. For this reason, on the straight road before reaching the curve entrance, it is possible to start the deceleration and regenerative braking by the driving force changing operation at an early stage with a sufficient distance, and further improve the energy efficiency.

Preferably, the information includes information that there is a curved road.
More preferably, the ECU 300 decelerates the vehicle speed according to the required driving force toward the entrance of the curve road ahead, by driving force change operation or regenerative braking, and enters the curve road at the reduced vehicle speed to change the driving force. Continue driving.

  More preferably, ECU 300 determines the vehicle speed that enters the curved road based on the information regarding the shape of the forward curved road given from the car navigation device.

  More preferably, the drive source includes a motor. The vehicle further includes a power storage device that supplies electric power to the motor, and ECU 300 determines the state of charge of the power storage device when entering the curved road based on information about the shape of the forward curved road given from car navigation device 310. Control.

  Preferably, the drive source includes a motor generator 130. As shown in FIG. 7, ECU 300 calculates the regeneration start timing by motor generator 130 at a time later than the deceleration start timing in addition to the deceleration start timing based on the information, and when the deceleration start timing arrives, driving force change operation The motor generator 130 is controlled such that the driving source is controlled so that the deceleration is performed while the regeneration start timing is reached, and the generation of the driving force by the driving source is stopped and the motor generator 130 performs the regenerative braking.

  Preferably, the drive source includes a motor generator 130. As shown in FIG. 8, the ECU 130 calculates a regeneration start timing by the motor generator 130 at the same time as the deceleration start timing in addition to the deceleration start timing based on the information. Instead, the motor generator 130 is controlled so that the regenerative braking by the motor generator 130 is performed.

  More preferably, as shown at the regenerative braking time TP3 in FIG. 9, the regenerative braking by the motor generator 130 is performed by intermittent braking in which braking is performed in a plurality of times.

  More preferably, ECU 130 returns the vehicle speed to the required driving force at the exit of the curve. Preferably, vehicle 100 includes an accelerator pedal as operation unit 320 for the user to specify the required driving force. When the deceleration start timing arrives, ECU 300 controls motor generator 130 so that the driving force changing operation corresponding to the driving force smaller than the required driving force specified by the accelerator pedal is executed.

  More preferably, ECU 130 drives motor generator 130 by switching between the first and second states so that the speed of vehicle 100 is maintained within the allowable range during the driving force change operation.

  More preferably, in response to the speed of the vehicle 100 increasing to the allowable vehicle speed upper limit value UL, the vehicle is switched to the second state, and in response to the vehicle 100 speed decreasing to the allowable vehicle speed lower limit value LL. To switch to the first state. For this reason, the vehicle speed V3 is always kept constant even while traveling on a curve.

  More preferably, the driving force in the first state is set to be larger than a reference driving force having a constant output capable of maintaining the speed of the vehicle 100, and the driving force in the second state is more than the reference driving force. Set small.

  More preferably, vehicle 100 travels mainly by the inertial force of vehicle 100 in the second state. Therefore, when traveling on the next straight road on the course from the straight road before traveling on the curve, the inertial traveling at a level lower than that in the first state is the same as that in the first state. By repeating the switching, the energy efficiency is improved by the driving force changing operation. Furthermore, by using the map information provided in advance in the car navigation device 310, deceleration by driving force change operation and deceleration by regenerative braking can be performed in advance before the course curve, and the curve can be smoothly passed.

  As mentioned above, although embodiment of this invention was described, these embodiment was described in order to make an understanding of this invention easy, and was not described in order to limit this invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  For example, in the above-described embodiment, the description has been given by showing that the braking by the regenerative brake is performed following the deceleration operation of the driving force changing operation. However, the present invention is not limited to this. Brake braking may be initiated using the brake 160. That is, if the vehicle 100 decelerates before the curve based on the information from the car navigation device 310 provided in the vehicle 100, the regenerative brake and the hydraulic brake can be used simultaneously with the deceleration operation of the driving force changing operation. Good.

  Further, in the first embodiment, the description has been given by showing that the braking by the regenerative brake is performed following the deceleration operation of the driving force changing operation control. You may decelerate to vehicle speed V3 which can pass a curve only by operation | movement. In this case, the ECU 300 obtains information on the road shape of the car navigation device 310 at an early stage prior to the time t1 of the deceleration start timing shown in FIG. Then, the travel distance of the driving force change operation until time t2 when the vehicle 100 approaches the entrance of the curve is set in advance so as to be relatively long.

  For this reason, by reducing the driving force of the vehicle 100 by the driving force changing operation control, it is possible to decelerate to the vehicle speed V3 that can pass through the curve by the time t3 that passes before the entrance of the curve. Therefore, when there is no need to perform regenerative braking and the SOC value of power storage device 110 is close to, for example, the SOC control threshold value and it is difficult to secure a good charge amount, the regenerative energy PC1 to be recovered is reduced to 0 or 0. By setting, smoother drivability can be obtained.

  In the third embodiment, in the energy recovery period TC2 from the time t21 which is the deceleration determination timing and the regeneration start timing to the time t25 reaching the entrance of the curve, the regenerative braking is performed several times at intervals. Regenerative energy PC31 to PC34 is recovered along with braking. However, the present invention is not limited to this, and the control signal for braking the regenerative brake equivalent to each control signal may be output any number of times from the ECU 300, and the number of control signals, the size, the length, and the interval between the control signals are limited. Is not to be done.

  In addition, information on a road having a curve in the course ahead of the vehicle is obtained from information from the car navigation device 310. For example, based on map information stored in the car navigation device 310 mounted on the vehicle. ECU 300 may receive position information obtained from the outside of the vehicle by a GPS device or the like, and may obtain vehicle position information of vehicle 100 in addition to the position information. In this case, it is recognized that there is a curve from the map information and the road shape information of the road corresponding to the forward course.

  Further, based on the map information stored in the car navigation device 310 mounted on the vehicle, information can be received from ITS or the like outside the vehicle, and it can be recognized that there is a curve from the road shape information corresponding to the course. Any information acquisition device may be used together with or in place of the car navigation device 310.

  Further, the road traffic system ITS to which these information acquisition devices are connected is not limited to the wide area road traffic system ITS, and any local road traffic system ITS can be used as long as it can acquire information on roads having this curve. In any road traffic system, such as the regional road traffic system ITS and the infrastructure cooperation type safe driving support system, information on the shape of the curved road, preferably the road shape capable of recognizing the curvature radius, length, etc. is obtained. Anything can be used.

  Further, a car navigation apparatus 310 that can acquire information corresponding to an ITS spot in the vicinity of a curve may be used. If the ECU 310 can acquire road information that can be recognized as a curve, the quantity, means, and method of information transmission Is not particularly limited.

  Further, the operation unit 320 connected to the ECU 300 has been described by exemplifying an accelerator pedal that outputs the required torque signal TR according to the depression amount. However, the required torque signal TR is input to the ECU 300 and the user What is necessary is just to be used for the setting of the designated required driving force. For example, instead of the accelerator pedal, the required torque signal TR may be set and output by another operating device such as a vehicle speed setting lever of an auto cruise device.

  The curved road is not limited to a road that curves as shown in FIG. For example, on a straight road with multiple lanes, if it is necessary to change lanes before the intersection, etc., it is necessary to decelerate, such as an intersection where a right turn or a left turn where a deceleration is required, a Y-shaped road, a fifth road, etc. The shape of the curved road (curve), the number of intersecting roads, and the number of lanes are not limited.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description of the scope above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 100 Vehicle, 110 Power storage device, 121 Converter, 122 Inverter, 130 Motor generator, 140 Power transmission gear, 150 Driving wheel, 160 Hydraulic brake, 170, 180, 185 Voltage sensor, 175 Current sensor, 190 Speed sensor, 310 Car navigation device 320, operation unit, 330 display unit, C1, C2 capacitors.

Claims (15)

A vehicle,
A car navigation device;
A driving source including a motor and generating a driving force;
A control device for controlling the drive source,
The control device includes a first state in which a driving force is generated for the driving source and a driving force of the driving source at the time of a steady travel request in which a change in the required driving force from a user falls within a predetermined range. A driving force changing operation for driving the vehicle while switching between a second state and a lower level than the state of
The control device calculates a deceleration start timing of the vehicle based on information given from the car navigation device, calculates a regeneration start timing by the motor,
The controller controls the motor so that deceleration is performed using the driving force change operation when the deceleration start timing arrives, and regenerative braking is performed by the motor when the regeneration start timing arrives. A vehicle for controlling the motor . The information is
The vehicle according to claim 1, comprising information that there is a curved road ahead. The control device decelerates the vehicle speed corresponding to the required driving force toward the entrance of the curved road ahead by the driving force changing operation or regenerative braking,
The vehicle according to claim 2, wherein the vehicle enters the curved road at a reduced vehicle speed and continues the driving force changing operation. The controller is
The vehicle according to claim 3, wherein a vehicle speed that enters the curved road is determined based on information about a shape of a curved road ahead provided from the car navigation device. Further comprising a power storage device for supplying electric power to the front SL motor,
The controller is
The vehicle according to claim 3, wherein a state of charge of the power storage device when entering the curved road is controlled based on information on a shape of a curved road ahead given from the car navigation device. The vehicle according to any one of claims 1 to 4, wherein the regeneration start timing is set at a time point later than the deceleration start timing. The vehicle according to any one of claims 1 to 4, wherein the regeneration start timing is set at the same point as the deceleration start timing.   The vehicle according to claim 6 or 7, wherein the motor is controlled so that the regenerative braking by the motor is intermittently braked in a plurality of times to apply braking.   The vehicle according to claim 3, wherein the control device returns the vehicle speed to the required driving force at the exit of the curved road. The vehicle is
An operation unit for the user to specify the required driving force;
When the deceleration start timing arrives, the control device sets the drive source so that the drive force change operation corresponding to a drive force smaller than the required drive force specified by the operation unit is executed. The vehicle of any one of Claims 1-7 to control.   The control device switches between the first and second states so that the speed of the vehicle is maintained within an allowable range during execution of the driving force change operation. Vehicle according to item.   The control device switches to the second state in response to the vehicle speed increasing to the upper limit of the allowable range, and responds to the vehicle speed decreasing to the lower limit of the allowable range. The vehicle according to claim 11, wherein the vehicle is switched to a first state. The driving force in the first state is set larger than a reference driving force having a constant output capable of maintaining the speed of the vehicle,
The vehicle according to claim 12, wherein the driving force in the second state is set to be smaller than the reference driving force.   The vehicle according to any one of claims 1 to 13, wherein the vehicle travels mainly by an inertial force of the vehicle in the second state. A vehicle control method including a car navigation device and a drive source having a motor and generating a driving force,
A first state in which a driving force is generated for the driving source and a driving force of the driving source is lower than that in the first state at the time of a steady travel request in which a change in the requested driving force from a user falls within a predetermined range. Performing a driving force change operation for driving the vehicle while switching between a second state as a level; and
Calculating deceleration start timing of the vehicle based on information given from the car navigation device;
When the deceleration start timing arrives, controlling the motor so that deceleration is performed using the driving force change operation ;
Calculating the regeneration start timing by the motor;
And a step of controlling the motor so that regenerative braking is performed by the motor when the regeneration start timing arrives .

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