WO2011151900A1 - 車両用制御装置および車両用制御方法 - Google Patents
車両用制御装置および車両用制御方法 Download PDFInfo
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- WO2011151900A1 WO2011151900A1 PCT/JP2010/059345 JP2010059345W WO2011151900A1 WO 2011151900 A1 WO2011151900 A1 WO 2011151900A1 JP 2010059345 W JP2010059345 W JP 2010059345W WO 2011151900 A1 WO2011151900 A1 WO 2011151900A1
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- engine
- brake
- vehicle
- hydraulic pressure
- ecu
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
Definitions
- the present invention relates to control of a vehicle equipped with an internal combustion engine and an electric motor for starting the internal combustion engine, and particularly relates to hydraulic control of a braking device when the internal combustion engine is automatically started while the vehicle is parked.
- a technique for automatically starting and stopping the internal combustion engine is known.
- power may be transmitted to the drive wheels during cranking at the start of the internal combustion engine, which may cause the vehicle to feel popped out or slip down on an uphill road.
- Patent Document 1 Japanese Patent Laying-Open No. 2005-153823 makes it easy to automatically stop an internal combustion engine and suppresses a feeling of jumping out of a vehicle at the time of automatic start and a slippage down on a slope.
- This automobile automatically stops the internal combustion engine that is operating when the automatic stop condition is satisfied, and automatically starts the internal combustion engine that is automatically stopped when the automatic start condition is satisfied.
- Cylinder oil pressure adjusting means capable of adjusting cylinder oil pressure
- brake pressure condition changing means for changing a brake pressure condition which is one of automatic stop conditions based on the state of the cylinder oil pressure adjusting means, and brake pressure condition changing means.
- the cylinder hydraulic pressure adjusting means is controlled so that the cylinder hydraulic pressure of the brake wheel cylinder is adjusted based on the state of the cylinder hydraulic pressure adjusting means when the internal combustion engine is automatically stopped when the automatic stop condition including the brake pressure condition is satisfied. Cylinder hydraulic pressure control means.
- the brake hydraulic pressure increases the appropriate hydraulic pressure after the automatic stop, so that it is possible to suppress the feeling of the vehicle jumping out during the automatic start.
- the brake hydraulic pressure may be increased each time the automatic start control and the automatic stop control of the internal combustion engine are executed in order to surely limit the movement of the vehicle while the vehicle is stopped.
- the present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a vehicle that suppress an increase in the number of times of operation of a brake actuator at the time of automatic start and automatic stop of an internal combustion engine. Is to provide a control method.
- a vehicle control device is a vehicle mounted on a vehicle including an engine, a brake pedal, and a braking device for limiting the rotation of wheels by supplying hydraulic pressure in accordance with operation of the brake pedal.
- Control device includes a detection unit for detecting an operation amount of a brake pedal, and when the shift position is a parking position and a decrease in the operation amount of the brake pedal is detected before the engine is started. And a control unit that performs control for suppressing a decrease in the hydraulic pressure supplied to the braking device until the shift position is switched.
- the vehicle control device further includes an engine control unit for automatically starting the engine when a predetermined engine start condition is established based on the state of the vehicle.
- the control unit releases the suppression of the decrease in the hydraulic pressure supplied to the braking device.
- the vehicle further includes a first rotating electric machine for starting the engine and a second rotating electric machine for generating a driving force on the wheels.
- the engine, the first rotating electrical machine, and the second rotating electrical machine are connected via a planetary gear mechanism including a sun gear, a carrier, and a ring gear.
- the vehicle control device controls the second rotating electrical machine so that a reaction force for transmitting the rotational force of the first rotating electrical machine to the engine is generated when the engine is started using the first rotating electrical machine.
- a rotating electrical machine control unit is further included.
- a control method for a vehicle is a vehicle control method including an engine, a brake pedal, and a braking device for restricting the rotation of wheels by supplying hydraulic pressure in accordance with the operation of the brake pedal. Is the method.
- This vehicle control method includes a step of detecting an operation amount of a brake pedal, and when the shift position is a parking position and a decrease in the operation amount of the brake pedal is detected before the engine is started, the shift position is And a step of performing control for suppressing a decrease in hydraulic pressure supplied to the braking device until the switching is performed.
- the shift position is switched from the parking position to a shift position different from the parking position when the shift position is the parking position and a decrease in the amount of operation of the brake pedal is detected before the engine is started.
- the hydraulic pressure supplied to the braking device is maintained. Therefore, the occurrence of gear noise in a plurality of gears (for example, parking lock gears of the parking lock mechanism) included in the power transmission mechanism between the engine and the drive wheels at the time of automatic start or stop of the engine is suppressed. Even when the engine is automatically started and stopped while the vehicle is stopped, an increase in the number of actuations of the brake actuator can be suppressed. Therefore, it is possible to provide a vehicle control device and a vehicle control method that suppress an increase in the number of actuations of the actuator when the internal combustion engine is automatically started or stopped.
- a vehicle 40 includes an engine 2, a first motor generator (hereinafter referred to as a first MG) 4 for power generation and starting, and a second motor generator (hereinafter referred to as a second MG) for driving. 6), the brake actuator 8, the braking device 10, the drive wheel 12, the reduction gear 14, the inverter 16, the power storage device 18, the master cylinder 20, the brake pedal 22, and the master cylinder pressure sensor 30. , Shift position sensor 32, engine speed sensor 34, IG switch 36, brake hydraulic pressure sensor 38, power split mechanism 100, transmission 200, brake ECU 300, HV-ECU 302, engine ECU 304, power supply ECU306.
- the vehicle 40 is a vehicle on which at least the engine 2 and the second driving MG 6 are mounted, and each of the engine 2 and the second driving MG 6 is a hybrid vehicle that is directly connected to the drive wheels 12.
- the vehicle 40 is not particularly limited to a hybrid vehicle, and may be a vehicle having an engine directly connected to the drive wheels 12 via a power transmission mechanism.
- the engine 2 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as the throttle opening (intake amount), fuel supply amount, and ignition timing. It is configured to be controllable.
- the control is performed by, for example, an engine ECU (Electronic Control Unit) 304 mainly composed of a microcomputer.
- Each of the first MG 4 and the second MG 6 is, for example, a three-phase AC rotating electric machine, and has a function as an electric motor (motor) and a function as a generator (generator).
- the first MG 4 and the second MG 6 are connected to a power storage device 18 such as a battery or a capacitor via an inverter 16.
- the HV-ECU 302 controls the output torque Ta of the first MG 4 by starting the engine 2 and generating power using the engine 2 as a power source by controlling the inverter 16. Further, HV-ECU 302 controls inverter 16 to control output torque Tb of second MG 6 during power running of vehicle 40 or during regenerative braking.
- the power split mechanism 100 is a planetary gear provided between the engine 2 and the first MG 4.
- the power split mechanism 100 splits the power input from the engine 2 into power to the first MG 4 and power to the reduction gear 14 connected to the drive wheels 12 via the drive shaft 164.
- the power split mechanism 100 includes a first ring gear 102, a first pinion gear 104, a first carrier 106, and a first sun gear 108.
- the first sun gear 108 is an external gear connected to the output shaft of the first MG 4.
- the first ring gear is an internal gear disposed concentrically with respect to the first sun gear 108, and is connected to the reduction gear 14.
- First pinion gear 104 meshes with each of first ring gear 102 and first sun gear 108.
- the first carrier 106 holds the first pinion gear 104 so as to rotate and revolve, and is connected to the output shaft of the engine 2.
- the first carrier 106 is an input element
- the second sun gear 108 is a reaction force element
- the second ring gear 102 is an output element.
- the first MG 4 rotates in the reverse direction, and when the first MG 4 functions as an electric motor from the state and outputs torque in the forward rotation direction, the first carrier Torque in a direction of rotating the engine 2 connected to the engine 106 acts on the engine 2, and the first MG 4 can start the engine 2 (motoring or cranking). In that case, torque in a direction to stop the rotation acts on the reduction gear 14. Therefore, the drive torque for running the vehicle can be maintained by controlling the torque output by the second MG 6 and at the same time, the engine 2 can be started smoothly.
- a hybrid type is called a mechanical distribution type or a split type.
- the transmission 200 is a planetary gear provided between the reduction gear 14 and the second MG 6.
- the transmission 200 changes the rotational speed of the second MG 6 and transmits it to the reduction gear 14.
- the transmission 200 may be omitted and the output shaft of the second MG 6 may be directly connected to the reduction gear 14.
- the transmission 200 includes a second ring gear 202, a second pinion gear 204, a second carrier 206, and a second sun gear 208.
- Second sun gear 208 is an external gear connected to the output shaft of second MG 6.
- the second ring gear 202 is an internal gear disposed concentrically with the second sun gear 208 and is connected to the reduction gear 14.
- Second pinion gear 204 meshes with each of second ring gear 202 and second sun gear 208.
- the second carrier 206 holds the second pinion gear 204 so as to rotate and revolve, and is fixed so as not to rotate.
- the transmission 200 uses the friction engagement element to limit the rotation of each element of the planetary gear based on the control signal from the HV-ECU 302 or to synchronize the rotation so that the rotation speed of the second MG 6 is one step.
- the gear may be shifted in a plurality of stages and transmitted to the reduction gear 14.
- a parking lock mechanism 250 for limiting the rotation of the drive wheels 12 is provided.
- the parking lock mechanism 250 is operated by a parking lock actuator 256.
- the HV-ECU 302 for example, when the P position is selected by operating a switch (not shown) for the driver to select a parking position (hereinafter referred to as the P position), the parking lock mechanism 250. Therefore, the parking lock actuator 256 is controlled so that the rotation of the drive wheel 12 is limited. Further, when the driver operates a shift lever (not shown) to select a shift position different from the P position, the HV-ECU 302 releases the restriction on the rotation of the drive wheels 12 by the parking lock mechanism 250. Thus, the parking lock actuator 256 is controlled.
- the parking lock mechanism 250 includes a parking lock gear 252 and a parking lock pole 254.
- the parking lock gear 252 rotates integrally with the first ring gear 102 and the second ring gear 202.
- the parking lock pole 254 has a protrusion that can be matched between the teeth of the parking lock gear 252.
- parking lock mechanism 250 has been described as being operated by the parking lock actuator 256, it may be operated in conjunction with a shift lever, for example.
- the parking lock actuator 256 moves the parking lock pole 254 between the solid line position in FIG. 1 and the broken line position in FIG. 1 in response to a control signal from the HV-ECU 302.
- the shift position sensor 32 is connected to the HV-ECU 302.
- the shift position sensor 32 detects the currently selected shift position.
- the shift position sensor 32 transmits a signal indicating the shift position selected by the driver among the plurality of shift positions to the HV-ECU 302.
- the plurality of shift positions include, for example, a P position, a drive (forward travel) position (hereinafter referred to as a D position), a reverse (reverse travel) position, a neutral position, and an engine that generates engine braking force on the vehicle. Including brake position.
- the shift position sensor 32 is a signal indicating the P position when the P position is selected, for example, when the driver operates the shift lever or operates a switch for selecting the P position. May be transmitted to the HV-ECU 302.
- the P position can be selected while the brake pedal 22 is depressed.
- the P position can be selected when the brake pedal 22 is depressed, and the vehicle 40 is provided with a mechanical mechanism that suppresses the selection of the P position when the brake pedal 22 is not depressed. Also good.
- the brake pedal 22 is The selection of the P position may be rejected when not depressed, and the selection of the P position may be permitted when the brake pedal 22 is depressed.
- the HV-ECU 302 transmits a shift position signal indicating that the P position is selected to the brake ECU 300.
- IG switch 36 is connected to power supply ECU 306.
- the power supply ECU 306 is not shown on the condition that the brake pedal 22 is depressed when the driver performs an operation for starting the system of the vehicle 40 with respect to the IG switch 36 (hereinafter also referred to as ST operation). Turn on the IG relay (or IG relay and ACC relay). When the ST operation is performed on the IG switch 36, the power supply ECU 306 transmits a signal indicating that the ST operation has been performed to the HV-ECU 302 via the communication bus 310.
- the power supply ECU 306 determines that the condition that the brake pedal 22 is depressed is satisfied when the signal indicating that the operation amount of the brake pedal 22 is equal to or greater than a predetermined value is received from the brake ECU 304.
- the engine speed sensor 34 is connected to the engine ECU 304.
- the engine speed sensor 34 detects the speed of the engine 2 and transmits a signal indicating the detected speed of the engine 2 to the engine ECU 304.
- a master cylinder pressure sensor 30 and a brake hydraulic pressure sensor 38 are connected to the brake ECU 300.
- the master cylinder pressure sensor 30 detects a master cylinder pressure that changes depending on the operation amount of the brake pedal 22 and transmits a signal indicating the detected master cylinder pressure to the brake ECU 300.
- the brake ECU 300 calculates the operation amount of the brake pedal 22 based on the master cylinder pressure received from the master cylinder pressure sensor 30.
- a stroke sensor that directly detects the operation amount of the brake pedal 22 may be used instead of the master cylinder pressure sensor 30.
- the brake ECU 300 transmits a signal indicating that the operation amount of the brake pedal 22 is equal to or greater than a predetermined value to the power supply ECU 306. .
- the brake hydraulic pressure sensor 38 detects the brake hydraulic pressure Pb supplied from the brake actuator 8 to the braking device 10, and transmits a signal indicating the detected brake hydraulic pressure Pb to the brake ECU 300.
- the brake pedal 22 for operation by the driver is connected to the master cylinder 20.
- the master cylinder 20 supplies the brake actuator 8 with hydraulic pressure generated according to the amount of operation of the brake pedal 22 by the driver.
- the brake actuator 8 includes a pressure accumulator 150, a pump motor 152, a pressure increasing valve 156, and a pressure reducing valve 154. In response to a control signal from the brake ECU 300, the brake actuator 8 directly supplies the brake device 10 with hydraulic pressure generated according to the amount of operation of the driver's brake pedal 22 in the master cylinder 20, or the driver's brake pedal 22. In addition to the hydraulic pressure corresponding to the operation amount, or regardless of the operation amount of the brake pedal 22, the hydraulic pressure corresponding to the state of the vehicle 40 is supplied to the braking device 10.
- the pump motor 152 operates according to a control signal from the brake ECU 306.
- the hydraulic pressure is accumulated in the pressure accumulator 150 by the operation of the pump motor 152.
- Each of the pressure reducing valve 154 and the pressure increasing valve 156 operates so as to be in one of an open state and a closed state in accordance with a control signal from the brake ECU 306.
- the pressure reducing valve 154 is opened, the hydraulic pressure supplied to the braking device 10 is discharged via the pressure reducing valve 154. Therefore, the hydraulic pressure (brake hydraulic pressure) in the braking device 10 decreases.
- the pressure increasing valve 156 when the pressure increasing valve 156 is opened, the hydraulic pressure accumulated in the pressure accumulator 150 is supplied to the braking device 10 via the pressure increasing valve 156. Further, when both the pressure reducing valve 154 and the pressure increasing valve 156 are closed, the hydraulic pressure supplied to the braking device 10 is maintained. For example, when the driver depresses the brake pedal 22 while the vehicle 40 is traveling, the brake ECU 300 controls the open / close state of each of the pressure reducing valve 154 and the pressure increasing valve 156 when a slip of the drive wheel 12 is detected. Thus, control for suppressing the lock of the drive wheel 12 is executed.
- the braking device 10 includes a brake caliper 162 and a disc-shaped brake disc 162.
- the brake disc 162 is fixed to the drive shaft 164 so that the rotation axis thereof coincides.
- the brake caliper 162 includes a wheel cylinder and a brake pad (not shown). When the hydraulic pressure is supplied from the brake actuator 8 to the brake caliper 162, the wheel cylinder operates. When the operated wheel cylinder presses the brake pad against the brake disc 162, the rotation of the brake disc 162 is limited.
- the brake ECU 300, the HV-ECU 302, the engine ECU 304, and the power supply ECU 306 are connected to each other using a communication bus 310 so that they can communicate with each other.
- the brake ECU 300, the HV-ECU 302, the engine ECU 304, and the power supply ECU 306 have been described as separate ECUs, but as an ECU that integrates at least any two of the plurality of ECUs. Also good.
- the HV-ECU 302 determines that the start condition for the state of the vehicle 40 is satisfied when the vehicle 40 is stopped and the engine 2 is stopped after the system of the vehicle 40 is activated. Then, the automatic start control of the engine 2 is executed.
- the starting condition for the state of the vehicle 40 may be, for example, a condition that the engine 2 has not been warmed up.
- the HV-ECU 302 determines that the engine 2 has not been warmed up, and the coolant temperature of the engine 2 is When it is equal to or greater than a predetermined value, it is determined that the engine 2 has been warmed up.
- the coolant temperature is detected using, for example, a water temperature sensor (not shown) provided in the engine 2.
- the starting condition of engine 2 may be a condition that SOC (State Of Charge) indicating the remaining capacity of power storage device 18 is equal to or less than a predetermined value.
- HV-ECU 302 estimates the SOC based on the temperature, current, and voltage of power storage device 18 transmitted from various sensors (not shown) provided in power storage device 18, for example.
- the HV-ECU 302 controls the second MG 6 so that torque is output in the positive rotation direction of the second MG 6 when executing the automatic start control while the vehicle 40 is stopped.
- the plurality of gears included in the power transmission mechanism are the power split mechanism 100, the reduction gear 14, the parking lock mechanism 250, and the gears of the transmission 200.
- the HV-ECU 302 controls the first MG 4 so that the first MG 4 functions as a starter and the torque is output in the forward rotation direction along with the output of the torque in the forward rotation direction of the second MG 6. Further, HV-ECU 304 causes engine ECU 304 to execute ignition control and fuel injection control along with the operation of first MG 4.
- the torque in the direction in which the engine 2 connected to the first carrier 106 is rotated in the forward direction acts on the engine 2 and the engine 2 can be started by the first MG 4.
- the HV-ECU 302 executes the automatic stop control of the engine 2 when the stop condition for the state of the vehicle 40 is satisfied when the vehicle 40 is stopped and the engine 2 is started.
- the stop condition for the state of vehicle 40 may be, for example, a condition that warm-up of engine 2 has been completed, or a condition that the SOC of power storage device 18 is greater than a predetermined value. .
- the HV-ECU 302 controls the second MG 6 so that torque is output in the reverse rotation direction of the second MG 6 when the automatic stop control is executed while the vehicle 40 is stopped.
- the HV-ECU 302 controls the first MG 4 so that the torque is output in the reverse rotation direction of the first MG 4 together with the output of the torque in the reverse rotation direction of the second MG 6.
- the HV-ECU 304 stops the engine 2 by causing the engine ECU 304 to stop the ignition control and the fuel injection control together with the operation of the first MG 4.
- reaction force generated in the second MG 6 may vary, and it is desirable to increase the brake hydraulic pressure in order to suppress the generation of gear noise due to the variation in the reaction force in the second MG 6.
- FIG. 2 shows changes in the state of the IG switch 36, the shift position, the operation amount of the brake pedal 22, the engine speed, the output torque Ta of the first MG4, the output torque Tb of the second MG6, and the brake hydraulic pressure Pb. Is shown. It is assumed that the system of the vehicle 40 is in a stopped state and the P position is selected as the shift position.
- power supply ECU 306 turns on the IG relay. Thereby, electric power is supplied to the electric equipment mounted on the vehicle 40 and the system of the vehicle 40 is activated.
- the brake hydraulic pressure Pb is previously set in the brake ECU 300.
- the brake actuator 8 is controlled so as to increase until the predetermined hydraulic pressure Pb (0) is reached, and the output torque Tb is normally rotated until the output torque Tb of the second MG 6 becomes zero from the zero to the predetermined torque Tb (0).
- the second MG 6 is controlled to increase in the direction.
- the HV-ECU 302 keeps the brake oil pressure Pb at the predetermined oil pressure Pb (0) after the brake oil pressure Pb reaches the predetermined oil pressure Pb (0).
- the brake ECU 300 controls the brake actuator 8. Further, after the HV-ECU 302 increases until the output torque Tb of the second MG 6 reaches a predetermined torque Tb (0) in the forward rotation direction, the output torque Tb of the second MG 6 increases to a predetermined torque Tb (0 ) To control the second MG 6 so as to be held in step (3).
- Predetermined torque Tb (0) is a torque in which the generation of gear noise is suppressed and a reaction force for transmitting the rotational force of first MG 4 to engine 2 when engine 2 is started. Values according to specifications etc. are adapted by experiments.
- the HV-ECU 302 increases the output torque Ta of the first MG 4 in the forward rotation direction from zero and increases the output torque Tb of the second MG 6 in the forward rotation direction, thereby outputting the output of the first MG 4.
- Torque Ta is transmitted to the output shaft of engine 2.
- the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2, the output shaft of the engine 2 starts to rotate.
- the HV-ECU 302 starts the engine 2 by causing the engine ECU 304 to execute ignition control and fuel injection control for the engine 2 along with the operation of the first MG 4.
- the HV-ECU 302 determines that the engine 2 has started when the rotational speed of the engine 2 becomes equal to or higher than a predetermined rotational speed, and then outputs the output torque Ta of the first MG4 and the second MG6 and The first MG 4 and the second MG 6 are controlled so that Tb decreases toward zero.
- the HV-ECU 302 controls the first MG 4 so that the output torque Ta of the first MG 4 is maintained at zero.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 decreases toward zero, and the brake hydraulic pressure Pb in the brake ECU 300 becomes zero from a predetermined hydraulic pressure Pb (0).
- the brake actuator 8 is controlled so as to decrease by a predetermined change amount.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 is maintained at zero. Further, the HV-ECU 302 controls the brake actuator 8 so that the brake ECU 300 holds the brake hydraulic pressure Pb at zero.
- the brake hydraulic pressure Pb is determined in advance in the brake ECU 300.
- the brake actuator 8 is controlled so as to increase until reaching the hydraulic pressure Pb (0), and the second MG 6 is controlled so that the output torque Tb of the second MG 6 increases in the reverse direction from zero.
- the HV-ECU 302 controls the brake actuator 8 to the brake ECU 300 so that the brake hydraulic pressure Pb is held at the predetermined hydraulic pressure Pb (0) after the brake hydraulic pressure Pb reaches the predetermined hydraulic pressure Pb (0).
- the HV-ECU 302 continues to increase the reverse rotation direction of the output torque Tb of the second MG 6 after the brake hydraulic pressure Pb reaches the predetermined hydraulic pressure Pb (0), and the first MG 4
- the first MG 4 is controlled such that the output torque Ta increases in the reverse rotation direction.
- the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2. Since the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2, the output torque Ta of the first MG 4 acts in the reverse rotation direction of the engine 2, so that the rotation of the output shaft of the engine 2 is suppressed.
- HV-ECU 302 controls first MG 4 such that output torque Ta of first MG 4 increases in the reverse rotation direction as the rotational speed of engine 2 decreases.
- the second MG 6 is controlled so that the output torque Tb of the second MG 6 increases in the reverse rotation direction.
- the HV-ECU 302 sets the output torque Ta of the first MG 4 so that the output torque Ta of the first MG 4 decreases in the forward rotation direction toward zero as the rotational speed of the engine 2 decreases. 1MG4 is controlled. Further, the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 decreases in the forward rotation direction toward zero.
- HV-ECU 302 controls first MG 4 so that output torque Ta of first MG 4 is held at zero after engine 2 is stopped, and output torque Tb of second MG 6.
- the second MG 6 is controlled so as to decrease in the forward rotation direction toward zero.
- the HV-ECU 302 causes the brake ECU 300 to control the brake actuator 8 so that the brake hydraulic pressure Pb decreases from a predetermined hydraulic pressure Pb (0) by a predetermined change amount.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 is maintained at zero. Further, the HV-ECU 302 causes the brake ECU 300 to control the brake actuator 8 so that the brake hydraulic pressure Pb is held at zero.
- the driver starts the operation of depressing the brake pedal 22 in order to cancel the selection of the P position and perform the operation of selecting the D position.
- the movement of the vehicle 40 is restricted every time the engine 2 is automatically started and stopped.
- the increase / decrease in the brake hydraulic pressure Pb is repeated.
- the number of actuations of the brake actuator 8 may increase.
- the number of contact between the valve body and the valve body increases when the pressure reducing valve 154 and the pressure increasing valve 156 are operated from the open state to the closed state. For this reason, a design for ensuring durability against wear or the like is necessary, and the brake actuator 8 may be increased in size and the cost may increase.
- the brake ECU 300 when the brake ECU 300 detects that the shift position is the parking position and the operation amount of the brake pedal 22 is decreased before the engine 2 is started, the shift position is switched. It is characterized in that control is performed to suppress a decrease in the brake hydraulic pressure Pb.
- the brake ECU 300 releases the suppression of the decrease in the brake hydraulic pressure Pb when operated so that the shift position is switched from the P position to a shift position different from the P position.
- FIG. 3 is a functional block diagram of a brake ECU 300 that is a vehicle control device according to the present embodiment.
- the brake ECU 300 includes a P position determination unit 350, a brake operation determination unit 352, a first brake hydraulic pressure control unit 354, and a second brake hydraulic pressure control unit 356.
- the P position determination unit 350 determines whether or not the shift position is the P position. P position determination unit 350 determines whether or not the shift position is the P position based on the shift position signal received from HV-ECU 302. Note that the P position determination unit 350 may turn on the P position determination flag when, for example, it is determined that the shift position is the P position.
- the brake operation determination unit 352 determines whether or not the operation of the brake pedal 22 is an operation for releasing the depression of the brake pedal 22. That is, the brake operation determination unit 352 determines whether or not the operation amount of the brake pedal 22 is decreasing.
- the brake operation determination unit 352 for example, when the operation amount of the brake pedal 22 based on the master cylinder pressure is changed to the side where the depression of the brake pedal 22 is released (for example, the brake pedal when the depression side is set to the positive direction) 22), it is determined that the operation amount of the brake pedal 22 is decreasing.
- the brake operation determination unit 352 determines, for example, whether or not the operation amount of the brake pedal 22 is decreased on condition that the operation amount of the brake pedal 22 is equal to or greater than a predetermined value. Also good. For example, the brake operation determination unit 352 may turn on the brake operation determination flag when it is determined that the operation amount of the brake pedal 22 is decreasing.
- the first brake hydraulic pressure control unit 354 executes the first hydraulic pressure control when it is determined that the shift position is the P position and the operation amount of the brake pedal 22 is decreasing. That is, when the first brake hydraulic pressure control unit 354 determines that the shift position is the P position and the operation amount of the brake pedal 22 is decreasing, regardless of the decrease in the operation amount of the brake pedal 22.
- the first hydraulic pressure control signal is generated so as to hold the brake hydraulic pressure Pb by suppressing the decrease of the brake hydraulic pressure Pb at the time when it is determined that the operation amount of the brake pedal 22 is decreasing, and transmitted to the brake actuator 8.
- the first brake hydraulic pressure control unit 354 controls the pressure reducing valve 154 and the pressure increasing valve 156 to be in the closed state, thereby holding the brake hydraulic pressure Pb.
- the first brake hydraulic pressure control unit 354 suppresses the decrease in the brake hydraulic pressure Pb regardless of the decrease in the operation amount of the brake pedal 22, for example, when both the P position determination flag and the brake operation determination flag are on.
- the brake actuator 8 may be controlled as described above.
- the second brake hydraulic pressure control unit 356 executes the second hydraulic pressure control that is the normal brake hydraulic pressure control.
- the normal brake hydraulic pressure control while the vehicle 40 is stopped is, for example, control for generating the brake hydraulic pressure Pb corresponding to the operation amount of the brake pedal 22. Therefore, when the operation amount of the brake pedal 22 decreases, the brake hydraulic pressure Pb is also decreased according to the decrease amount of the operation amount of the brake pedal 22.
- Normal brake hydraulic pressure control during traveling of the vehicle 40 is cooperative control of hydraulic braking and regenerative braking according to the traveling state of the vehicle.
- the P position determination unit 350, the brake operation determination unit 352, the first brake hydraulic pressure control unit 354, and the second brake hydraulic pressure control unit 356 are all stored in the memory of the CPU of the brake ECU 300. However, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.
- brake ECU 300 that is the vehicle control device according to the present embodiment will be described.
- step (hereinafter, step is described as S) 100 the brake ECU 300 determines whether or not the shift position is the P position. If the shift position is the P position (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S106.
- the brake ECU 300 determines whether or not the operation amount of the brake pedal 22 is decreased. If the operation amount of brake pedal 22 is decreasing (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S106.
- brake ECU 300 executes the first brake hydraulic pressure control.
- brake ECU 300 executes the second brake hydraulic pressure control.
- FIG. 5 shows changes in the state of the IG switch 36, the shift position, the operation amount of the brake pedal 22, the engine speed, the output torque Ta of the first MG4, the output torque Tb of the second MG6, and the brake hydraulic pressure Pb. Is shown. It is assumed that the system of vehicle 40 is in a stopped state and the P position is selected as the shift position (YES in S100).
- the driver starts depressing the brake pedal 22 to activate the system of the vehicle 40.
- the power supply ECU 306 turns on the IG relay when the driver performs an ST operation on the IG switch 36 at time T ′ (1). .
- electric power is supplied to the electric equipment mounted on the vehicle 40 and the system of the vehicle 40 is activated.
- the brake hydraulic pressure Pb becomes Pb (1).
- the brake ECU 300 executes the first hydraulic pressure control (S104). Therefore, at the time T ′ (2) when it is determined that the operation amount of the brake pedal 22 is decreased from the time T ′ (2) to the time T ′ (15) until the shift position is switched from the P position to the D position.
- the brake hydraulic pressure Pb (1) at the time is held.
- the output torque Tb of the second MG 6 is The second MG 6 is controlled so that the output torque Tb increases in the forward rotation direction from zero to a predetermined torque Tb (0).
- the HV-ECU 302 determines that the output torque Tb of the second MG 6 is the predetermined torque Tb (0). ) To control the second MG 6 so as to be held in step (3).
- the HV-ECU 302 increases the output torque Ta of the first MG 4 from zero to the forward rotation direction, and increases the output torque Tb of the second MG 6 in the forward rotation direction, thereby The output torque Ta is transmitted to the output shaft of the engine 2.
- the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2, the output shaft of the engine 2 starts to rotate.
- the HV-ECU 302 starts the engine 2 by causing the engine ECU 304 to execute ignition control and fuel injection control for the engine 2 along with the operation of the first MG 4.
- the HV-ECU 302 determines that the engine 2 has started when the rotational speed of the engine 2 becomes equal to or higher than a predetermined rotational speed, and then outputs the output torque Ta of the first MG4 and the second MG6.
- the first MG4 and the second MG6 are controlled so that Tb and Tb decrease toward zero.
- the HV-ECU 302 controls the first MG 4 so that the output torque Ta of the first MG 4 is maintained at zero. Further, the HV-ECU 302 continues the control of the second MG 6 that decreases the output torque Tb of the second MG 6 toward zero.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 is maintained at zero.
- HV-ECU 302 controls first MG 4 such that output torque Tb of second MG 6 continues to increase in the reverse rotation direction and output torque Ta of first MG 4 increases in the reverse rotation direction. To do.
- the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2. Since the output torque Ta of the first MG 4 is transmitted to the output shaft of the engine 2, the output torque Ta of the first MG 4 acts in the reverse rotation direction of the engine 2, so that the rotation of the output shaft of the engine 2 is suppressed.
- the HV-ECU 302 increases the first MG4 so that the output torque Ta of the first MG4 increases in the reverse rotation direction as the rotational speed of the engine 2 decreases.
- the second MG 6 is controlled so that the output torque Tb of the second MG 6 increases in the reverse rotation direction.
- the HV-ECU 302 causes the output torque Ta of the first MG4 to decrease in the forward rotation direction toward zero as the rotational speed of the engine 2 decreases.
- the first MG 4 is controlled.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 decreases in the forward rotation direction toward zero.
- the HV-ECU 302 controls the first MG4 so that the output torque Ta of the first MG4 is maintained at zero, and the output torque of the second MG6.
- the second MG 6 is controlled so that Tb decreases in the forward rotation direction toward zero.
- the HV-ECU 302 controls the second MG 6 so that the output torque Tb of the second MG 6 is maintained at zero.
- the brake ECU 300 executes the second hydraulic pressure control (S106), and the brake hydraulic pressure Pb is decreased corresponding to the decrease in the operation amount of the brake pedal 22.
- the vehicle 40 when the system of the vehicle 40 is in a stopped state and the P position is selected as the shift position, the vehicle 40 is activated when the system of the vehicle 40 is activated. Until the shift position different from the P position is selected starting from the time when it is determined that the operation amount of the brake pedal 22 is reduced when the brake pedal 22 is operated to perform the operation for starting the system of FIG. Although it has been described that the decrease in the brake hydraulic pressure is suppressed regardless of the decrease in the operation amount of the brake pedal 22, the present invention is not particularly limited to when the system of the vehicle 40 is activated.
- the shift position is the D position at time T ′ (17).
- a shift position different from the P position is selected starting from the time when it is determined that the amount of operation of the brake pedal 22 is decreasing (YES in S102). Regardless of the decrease in the operation amount of the brake pedal 22, the decrease in the brake hydraulic pressure is suppressed (S104).
- the brake hydraulic pressure is decreased. If the shift is suppressed, the brake hydraulic pressure is maintained until a shift position whose shift position is different from the P position is selected. Therefore, even when the engine is automatically started and stopped while the vehicle is stopped, the engine starting reaction force (the reaction force against the rotation of the first MG at the time of cranking or the torque variation due to the initial explosion of the engine). Force) (for example, gear noise generated between the parking lock gear and the parking lock pole of the parking lock mechanism) and the increase in the number of actuations of the brake actuator can be suppressed. Therefore, it is possible to provide a vehicle control device and a vehicle control method that suppress an increase in the number of actuations of the brake actuator when the internal combustion engine is automatically started or stopped.
- the shift position is switched from the P position to a shift position different from the P position, the holding of the brake hydraulic pressure is canceled. Therefore, for example, when the D position is selected as the shift position, the vehicle can be started quickly.
- the vehicle 40 has been described as a hybrid vehicle.
- the vehicle 40 is not particularly limited to this, and may be, for example, a vehicle using only an engine as a drive source or a motor.
- the vehicle which uses only as a drive source may be sufficient.
- the shift position is the P position and the operation of the brake pedal is an operation for releasing the depression of the brake pedal
- the P position is switched to a shift position different from the P position. If the reduction of the brake hydraulic pressure is suppressed, it is not necessary to execute the control for increasing or decreasing the brake hydraulic pressure while the vehicle in the state where the P position is selected. Therefore, an increase in the number of actuations of the actuator can be suppressed as compared with a case where control for increasing or decreasing the brake hydraulic pressure is executed while the vehicle in a state where the P position is selected.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Regulating Braking Force (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims (5)
- エンジン(2)と、ブレーキペダル(22)と、前記ブレーキペダル(22)の操作に応じて油圧の供給によって車輪(12)の回転を制限するための制動装置(10)とを含む車両(40)に搭載される車両用制御装置であって、
前記ブレーキペダル(22)の操作量を検出するための検出部(30)と、
前記エンジン(2)の始動前に、シフトポジションがパーキングポジションであり、かつ、前記ブレーキペダル(22)の操作量の減少を検出した場合に、前記シフトポジションが切り替えられるまで前記制動装置(10)に供給される油圧の減少を抑制するための制御を行なう制御部(300)とを含む、車両用制御装置。 - 前記車両用制御装置は、前記車両(40)の状態に基づいて所定のエンジン始動条件が成立した場合に前記エンジン(2)を自動的に始動させるためのエンジン制御部(304)をさらに含む、請求の範囲第1項に記載の車両用制御装置。
- 前記制御部(300)は、前記シフトポジションが前記パーキングポジションから前記パーキングポジションと異なるシフトポジションに切り替えられるように操作された場合に、前記制動装置(10)に供給される油圧の減少の抑制を解除する、請求の範囲第1項に記載の車両用制御装置。
- 前記車両(40)は、前記エンジン(2)を始動させるための第1回転電機(4)と、前記車輪(12)に駆動力を発生させるための第2回転電機(6)をさらに含み、前記エンジン(2)と、前記第1回転電機(4)と、前記第2回転電機(6)とは、サンギヤ(108)とキャリア(106)とリングギヤ(102)とを含む遊星歯車機構(100)を経由して連結され、
前記車両用制御装置は、前記第1回転電機(4)を用いて前記エンジン(2)を始動させる場合に、前記第1回転電機(4)の回転力を前記エンジン(2)に伝達させるための反力が発生するように前記第2回転電機(6)を制御するための回転電機制御部(302)をさらに含む、請求の範囲第1項~第3項のいずれかに記載の車両用制御装置。 - エンジン(2)と、ブレーキペダル(22)と、前記ブレーキペダル(22)の操作に応じて油圧の供給によって車輪(12)の回転を制限するための制動装置(10)とを含む車両(40)の車両用制御方法であって、
前記ブレーキペダル(22)の操作量を検出するステップと、
前記エンジン(2)の始動前に、シフトポジションがパーキングポジションであり、かつ、前記ブレーキペダル(22)の操作量の減少を検出した場合に、前記シフトポジションが切り替えられるまで前記制動装置(10)に供給される油圧の減少を抑制するための制御を行なうステップとを含む、車両用制御方法。
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PCT/JP2010/059345 WO2011151900A1 (ja) | 2010-06-02 | 2010-06-02 | 車両用制御装置および車両用制御方法 |
JP2012518177A JP5360297B2 (ja) | 2010-06-02 | 2010-06-02 | 車両用制御装置および車両用制御方法 |
DE112010005627.7T DE112010005627B4 (de) | 2010-06-02 | 2010-06-02 | Fahrzeugsteuereinrichtung und fahrzeugsteuerverfahren |
US13/699,011 US9046046B2 (en) | 2010-06-02 | 2010-06-02 | Vehicle controller and vehicle control method |
CN201080067180.5A CN102917928B (zh) | 2010-06-02 | 2010-06-02 | 车辆用控制装置以及车辆用控制方法 |
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US20130073133A1 (en) | 2013-03-21 |
JP5360297B2 (ja) | 2013-12-04 |
DE112010005627B4 (de) | 2020-12-24 |
DE112010005627T5 (de) | 2013-04-04 |
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