JP6919979B2 - car - Google Patents

Description

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

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

Japanese Unexamined Patent Publication No. 2013-35370

In the above-mentioned automobile, when setting the braking force when the accelerator is off, it is not possible to determine whether or not the driver has the intention of decelerating, so the braking force when the accelerator is off is not appropriate. there is a possibility. If the braking force when the accelerator is off is relatively small when the driver intends to decelerate, the operability of the vehicle may deteriorate. Further, when the driver does not intend to decelerate, the braking force when the accelerator is off may be relatively large.

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

The automobile of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The automobile of the present invention
With a driving motor
A battery that exchanges power with the motor,
When the accelerator is off, a control device that controls the motor so that braking force acts on the vehicle, and
It is a car equipped with
When the control device determines that the driver does not intend to decelerate, the control device reduces the braking force when the accelerator is off as compared with the case where it determines that the driver has the intention to decelerate.
The gist is that.

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

In such an automobile of the present invention, the control device may determine that there is no intention of decelerating when the brake is off and the shift position is changed from the neutral position to the drive position. Further, the control device is provided with an eco-switch that indicates an eco-mode that prioritizes fuel efficiency as compared with the normal mode, and the control device has no intention of decelerating when the brake is off and the eco-switch is turned on from off. It may be judged that. Further, the control device may determine that there is no intention of decelerating when the accelerator operation amount becomes larger than the predetermined operation amount after the accelerator is off.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as an Example of this invention. It is a flowchart which shows an example of the accelerator-off time control routine executed by the HVECU 70 of an Example. It is explanatory drawing which shows an example of the required torque setting map. It is explanatory drawing which shows an example of the brake torque setting map. It is a flowchart which shows an example of the braking force reduction flag setting routine. It is explanatory drawing which shows an example of the time change of the brake pedal position BP, the accelerator opening degree Acc, the accelerator off history flag Fao, the shift position SP, the traveling mode Md, and the braking force reduction flag Fbr. It is a block diagram which shows the outline of the structure of the hybrid vehicle 120 of a modification. It is a block diagram which shows the outline of the structure of the electric vehicle 220 of a modification.

Next, a mode for carrying out the present invention will be described with reference to examples.

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

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter, referred to as "engine ECU") 24.

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

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

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

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

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

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

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

In the hybrid vehicle 20 of the embodiment configured in this way, the required driving force of the drive shaft 36 is set based on the accelerator opening degree Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1 and MG2 are operated and controlled. The operation modes of the engine 22 and the motors MG1 and MG2 include the following modes (1) to (3).
(1) Torque conversion operation mode: The engine 22 is operated and controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is the planetary gear 30 and the motors MG1 and MG2. Mode in which the motors MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36 after being torque-converted by (2) Charge / discharge operation mode: The sum of the required power and the power required for charging / discharging the battery 50. The engine 22 is operated and controlled so that the power corresponding to the above is output from the engine 22, and all or part of the power output from the engine 22 is charged and discharged from the battery 50 to the planetary gear 30 and the motors MG1 and MG2. Mode in which the motors MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36 by torque conversion by (3) Motor operation mode: The operation of the engine 22 is stopped and the required power is transferred to the drive shaft 36. Mode to drive and control motor MG2 so that it is output

In the hybrid vehicle 20 of the embodiment, when the shift position SP is the N position during driving, the engine 22 is stopped and the inverters 41 and 42 are shut off at the gate.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when the accelerator is off during forward traveling will be described. FIG. 2 is a flowchart showing an example of an accelerator off control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, several msec) when the accelerator is released while the shift position SP is traveling in the D position. When the accelerator is off while the shift position SP is running in the D position, the engine 22 is stopped and the torque is output from the motor MG1 by the coordinated control of the HVECU 70, the engine ECU 24, and the motor ECU 40 in parallel with this routine. Switching control of a plurality of switching elements of the inverter 41 is performed so as not to be performed.

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

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

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

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

When the brake torque Td2 is set in this way, the sum of the accelerator off torque Td1 and the brake torque Td2 is set as the required torque Td * (step S160), and the set required torque Td * is set as the torque command Tm2 * of the motor MG2. It is transmitted to the motor ECU 40 (step S170) to end this routine.

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

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

When the data is input in this way, it is determined whether the traveling mode Md is the normal mode or the eco mode (step S210), and whether the shift position SP is the D position or not (step S220). Then, when it is determined that the traveling mode Md is the normal mode (not the eco mode) or the shift position SP is determined not to be the D position, a value 0 is set in the braking force reduction flag Fbr (step S240). , End this routine.

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

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

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

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

When it is determined in step S290 that the shift position SP has been shifted from the N position to the D position, or when it is determined in step S300 that the driving mode Md has been changed from the normal mode (other than the eco mode) to the eco mode, the step When it is determined in S310 that the accelerator off history flag Fao has a value of 1 and the current accelerator opening degree Acc is larger than the threshold value Aref, it is determined that the driver has no intention of decelerating, and the braking force reduction flag Fbr has a value of 1. Is set (step S330), and this routine is terminated.

When the value 1 is set to the braking force reduction flag Fbr in this way, when the driving mode Md is the eco mode and the shift position SP is the D position and the brake is off in steps S210, S220, and S250 at the next execution of this routine, In step S280, it is determined that the previous braking force reduction flag (previous Fbr) is a value 1, a value 1 is set in the braking force reduction flag Fbr (step S320), and this routine is terminated. In this way, after that, it is determined in step S210 that the traveling mode Md is in the normal mode, in step S220 it is determined that the shift position SP is no longer in the D position, and in step S250 it is determined that the brake is turned on. Until then, the driver continues to judge that he has no intention of slowing down.

As described above, when the braking force reduction flag Fbr is a value 1, the required torque Td * at the time of accelerator off is increased (decreased as the braking torque) as compared with the case where the value is 0. Therefore, the braking force reduction control is executed. When the driver intends to decelerate, the decrease in vehicle operability can be suppressed by making the required torque Td * when the accelerator is off relatively small (relatively large as the braking torque), and the driver. When there is no intention of decelerating, the required torque Td * when the accelerator is off can be made relatively large (the braking torque can be made relatively small). That is, the required torque Td * at the time of accelerator off can be made more appropriate depending on whether or not the driver intends to decelerate. In particular, in the case where the braking force reduction flag Fbr is set to 0 (stops the braking force reduction control) when the brake is turned on, is the driver intending to decelerate after the brake is turned on and then the brake is turned off? Depending on whether or not the accelerator is off, the required torque Td * can be made more appropriate.

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

In the hybrid vehicle 20 of the embodiment described above, when it is determined that the driver does not intend to decelerate, the required torque Td * at the time of accelerator off is increased (braking) as compared with the case where it is determined that the driver has an intention to decelerate. (Torque is reduced) Braking force reduction control is executed. As a result, when the driver intends to decelerate, the required torque Td * when the accelerator is off can be made relatively small (the braking torque is relatively large), so that the deterioration of vehicle operability can be suppressed. When the driver does not intend to decelerate, the required torque Td * when the accelerator is off can be made relatively large (the braking torque can be made relatively small). That is, the required torque Td * at the time of accelerator off can be made more appropriate depending on whether or not the driver intends to decelerate.

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

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

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

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 6, the motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 130, and the clutch 129 is connected to the rotation shaft of the motor MG. The engine 22 may be connected via the engine 22. Further, as shown in the electric vehicle 220 of the modified example of FIG. 7, the electric vehicle may be configured in which the traveling motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b. That is, any configuration may be used as long as it includes a traveling motor.

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

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of the means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

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

20,120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 electronic control unit for engine (engine ECU), 26 crank shaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Electronic control unit for motor (motor ECU), 41,42 inverter, 43,44 rotation position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power Line, 70 Electronic Control Unit for Hybrid (HVECU), 80 Ignition Switch, 81 Shift Lever, 82 Shift Position Sensor, 83 Accelerator Pedal, 84 Accelerator Pedal Position Sensor, 85 Brake Pedal, 86 Brake Pedal Position Sensor, 88 Vehicle Speed Sensor, 90 Eco switch, 129 clutch, 130 transmission, 220 electric vehicle, MG, MG1, MG2 motor.

Claims (1)

With a driving motor
A battery that exchanges power with the motor,
When the accelerator is off, a control device that controls the motor so that braking force acts on the vehicle, and
It is a car equipped with
When the brake is off, the control device determines that the driver has no intention of decelerating when the accelerator operation amount becomes larger than a predetermined operation amount from the accelerator off, and the driver has no intention of deceleration. When it is judged that the driver has the intention of decelerating, the braking force when the accelerator is off is reduced compared to when it is judged that the driver intends to decelerate.
car.

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