JP4100367B2 - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle which informs a pedestrian of an existence of the vehicle. <P>SOLUTION: An HVECU raises a torque ripple of MG (2) when an obstacle, such as the pedestrian is detected (YES in S100) when a hybrid vehicle performs an EV run (YES in S50), and performs a program including a step (S200) of enlarging a noise accompanying the run of the hybrid vehicle. When an object around the vehicle is detected, the controller of the vehicle enlarges a sound accompanying run. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that increases the sound associated with traveling when an object around the vehicle is detected.

  In recent years, hybrid vehicles, fuel cell vehicles, and electric vehicles that can be driven by driving force from motors have attracted attention as part of measures for environmental problems. In such a vehicle, when traveling with only the driving force from the motor, noise generated from the vehicle is small, so that it is difficult for a pedestrian or the like to recognize the approach of the vehicle. Therefore, a technique has been proposed in which a warning sound is generated to notify a pedestrian or the like of the approach of the vehicle.

  Japanese Patent Laid-Open No. 10-201001 (Patent Document 1) discloses an electric vehicle that informs a pedestrian of the approach of the vehicle during traveling. The electric vehicle described in Patent Document 1 includes an alarm sound control device that transmits an electric signal of a sound corresponding to a running state, and a loudspeaker that receives the electric signal from the alarm sound control device and generates an alarm sound.

According to the electric vehicle described in this publication, an alarm sound according to the running state is generated by the warning sound control device and the loudspeaker, and the pedestrian side is surely notified of the approach of the electric vehicle during normal driving. be able to.
Japanese Patent Laid-Open No. 10-201001

  A normal vehicle is equipped with a horn (alarm), but in the electric vehicle described in the above-mentioned publication, it is necessary to install an alarm sound control device and a loudspeaker separately from the alarm device. is there. For this reason, the number of parts mounted on the vehicle increases, leading to an increase in cost.

  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 that can notify a pedestrian or the like of the presence of a vehicle while suppressing an increase in cost. Is to provide.

  A vehicle control apparatus according to a first aspect of the invention controls a vehicle equipped with an electric drive system that generates a driving force by a rotating electrical machine. The vehicle travels by at least the driving force of the rotating electrical machine. The electric drive system has a mechanism that generates sound when activated. The control device includes a detection unit for detecting an object around the vehicle and an electric drive system so that the sound of the electric drive system is larger when the object is detected than when the object is not detected. Control means for controlling.

  According to the first invention, when the detection means detects an object around the vehicle, and the object is detected, the control means makes the sound of the electric drive system louder than when the object is not detected. Control the electric drive system. As a result, when an object around the vehicle such as a pedestrian is detected without adding a loudspeaker different from the horn, the driving sound of the electric drive system is increased and the vehicle is Can be informed. As a result, it is possible to provide a vehicle control device that can notify a pedestrian or the like of the presence of a vehicle while suppressing an increase in cost.

  In the vehicle control apparatus according to the second invention, in addition to the configuration of the first invention, the control means increases the torque ripple of the rotating electrical machine when the object is detected, compared to when the object is not detected. And means for controlling the electric drive system such that the sound of the electric drive system is loud.

  According to the second invention, the control means increases the torque ripple of the rotating electrical machine when the object is detected, as compared to the case where the object is not detected. When the torque ripple of the rotating electrical machine increases, the vibration accompanying the driving of the rotating electrical machine increases, and thus the sound generated from the electric drive system increases. As a result, the presence of the vehicle can be notified to a pedestrian or the like.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the first or second invention, the rotating electrical machine is a three-phase AC rotating electrical machine. The electric drive system includes an inverter that operates based on the PWM carrier signal. The control means includes means for controlling the electric drive system such that when an object is detected, the frequency of the PWM carrier signal is set to an audible range and the sound of the electric drive system is increased.

  According to the third invention, the inverter operates based on the PWM carrier signal. Therefore, the transistors in the inverter are duty-controlled according to the frequency of the PWM carrier signal, and a sound corresponding to the frequency of the PWM carrier signal is generated from the inverter. The control means sets the frequency of the PWM carrier signal to an audible range when an object is detected. When the frequency of the PWM carrier signal is set to the audible range, the frequency of the sound generated from the inverter becomes the frequency of the audible range, and it becomes easy for a pedestrian or the like to hear the sound. Thereby, the presence of the vehicle can be notified to a pedestrian or the like.

  The vehicle control apparatus according to the fourth invention further includes means for continuously changing the frequency of the PWM carrier signal when an object is detected, in addition to the configuration of the third invention.

  According to the fourth invention, the control means continuously changes the frequency of the PWM carrier signal when an object is detected. Thereby, the frequency of the sound generated from the inverter fluctuates, and the sound from the inverter further stimulates hearing such as a pedestrian. Therefore, the presence of the vehicle can be notified to a pedestrian or the like.

  In the vehicle control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the electric drive system includes a reactor and a reactor cover that can be opened and closed to cover the reactor. The control means includes means for controlling the electric drive system such that when an object is detected, the reactor cover is opened so that the sound of the electric drive system is easily recognized.

  According to the fifth invention, the reactor is covered with the reactor cover. When an object is detected, the reactor cover is opened by the control means. Thereby, the sound generated from the reactor is likely to leak outside the vehicle, and the sound of the electric drive system is easily recognized by the pedestrian. Therefore, the presence of the vehicle can be notified to a pedestrian or the like.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the electric drive system includes a pump that discharges a cooling medium that cools the heat generating part included in the system. The control means is a means for controlling the electric drive system so that the sound of the electric drive system is increased by increasing the number of rotations of the pump when an object is detected, compared to when the object is not detected. Including.

  According to the sixth invention, the electric drive system is provided with a pump for discharging a cooling medium for cooling the heat generating part included in the system. When an object is detected, the control means increases the number of rotations of the pump as compared with a case where an object is not detected. This increases the operating noise of the pump and increases the noise of the electric drive system. Therefore, the presence of the vehicle can be notified to a pedestrian or the like.

  A vehicle control apparatus according to a seventh aspect of the invention controls a vehicle equipped with a hybrid system having a rotating electrical machine and an engine. The vehicle travels by driving force from at least one of the rotating electrical machine and the engine. The control device has a detection means for detecting an object around the vehicle, and when the object is detected, the engine speed is increased compared to the case where the object is not detected and the sound generated by the engine is generated. Control means for controlling the hybrid system is included to be larger.

  According to the seventh invention, the detection means detects an object around the vehicle, and when the object is detected, the control means increases the engine speed as compared with the case where the object is not detected, The hybrid system is controlled so that the sound generated by the engine becomes louder. As a result, when an object around the vehicle such as a pedestrian is detected without adding a loudspeaker different from the horn, the driving sound of the electric drive system is increased and the vehicle is Can be informed. As a result, it is possible to provide a vehicle control device that can notify a pedestrian or the like of the presence of a vehicle while suppressing an increase in cost.

  In the vehicle control apparatus according to the eighth invention, in addition to the configuration of the seventh invention, the hybrid system further includes a starter coupled to the crankshaft of the engine. When the engine is stopped and the object is detected, the control means drives the starter without starting the engine to increase the engine speed so that the sound generated by the engine increases. Means for controlling the hybrid system.

  According to the eighth aspect of the invention, the starter is connected to the crankshaft of the engine. When an object is detected, the control means drives the starter without starting the engine to increase the engine speed. When the engine speed is increased by the starter, the sound generated from the engine increases due to the opening / closing sound of the intake / exhaust valve of the engine, the collision sound between the tappet and the camshaft, the intake sound and the exhaust sound. Thereby, the presence of the vehicle can be notified to a pedestrian or the like without starting the engine and deteriorating the fuel consumption.

  In the vehicle control apparatus according to the ninth invention, in addition to the structure of the seventh invention, the control means starts the engine when an object is detected in a state where the engine is stopped, Means are included for controlling the hybrid system so that the generated noise is increased.

  According to the ninth aspect, when an object is detected while the engine is stopped, the control means starts the engine. Thereby, a sound such as an explosion sound of fuel is increased, and the existence of the vehicle can be notified to a pedestrian or the like.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a hybrid vehicle equipped with a vehicle control apparatus according to the present embodiment will be described. In the present embodiment, the hybrid vehicle is described as a series / parallel hybrid vehicle, but the hybrid vehicle may be a series hybrid vehicle or a parallel hybrid vehicle. Further, a fuel cell vehicle or an electric vehicle may be used instead of the hybrid vehicle.

  The hybrid vehicle includes an engine 100, an engine ECU (Electronic Control Unit) 200, a power split mechanism 300, a speed reducer 400, wheels 500, and a motor generator (1) (hereinafter referred to as MG (1)) 600. A motor generator (2) (hereinafter referred to as MG (2)) 700, a PCU (Power Control Unit) 800, a battery 1100, an HV (Hybrid Vehicle) ECU 1200, an obstacle sensor 1300, and a water pump. 1400 and an EV (Electric Vehicle) switch 1500.

  Engine 100 generates a driving force by combusting a mixture of fuel and air. Engine 100 is controlled by engine ECU 200. A CPU (Central Processing Unit) of engine ECU 200 performs arithmetic processing based on a signal transmitted from HVECU 1200, a signal transmitted from a sensor mounted on a hybrid vehicle, a map stored in memory, and the like. Thereby, engine ECU 200 controls engine 100. The driving force generated in the engine 100 is divided into two paths by the power split mechanism 300. One is a path for driving the wheel 500 via the speed reducer 400. The other is a path for driving MG (1) 600.

  MG (1) 600 is a three-phase AC rotating electric machine. MG (1) 600 is driven by the driving force transmitted from engine 100 through power split device 300 to generate power. The electric power generated by MG (1) 600 is selectively used according to the driving state of the hybrid vehicle and the state of charge (SOC) of battery 1100. For example, during normal running or sudden acceleration, the electric power generated by MG (1) 600 is consumed to drive MG (2) 700 as it is. On the other hand, for example, when the SOC of battery 1100 is lower than a predetermined value, the electric power generated by MG (1) 600 is stored in battery 1100 via PCU 800.

  MG (2) 700 is a three-phase AC rotating electric machine. MG (2) 700 is driven by at least one of the electric power generated by MG (1) 600 and the electric power stored in battery 1100. The driving force of MG (2) 700 is transmitted to wheel 500 via reduction gear 400. Thereby, MG (2) 700 assists engine 100 to cause the hybrid vehicle to travel, or causes the hybrid vehicle to travel only by the driving force from MG (2) 700.

  At the time of regenerative braking of the hybrid vehicle, MG (2) 700 is driven by wheel 500 via reduction gear 400, and MG (2) 700 is operated as a generator. Thereby, MG (2) 700 operates as a regenerative brake that converts braking energy into electric energy. The electric power generated by MG (2) 700 is stored in battery 1100 via PCU 800.

  PCU 800 includes a DC / DC converter 900 and an inverter 1000. DC / DC converter 900 boosts the voltage of the power supplied from battery 1100 and supplies it to at least one of MG (1) 600 and MG (2) 700. DC / DC converter 900 steps down the voltage of the power generated by MG (1) 600 and MG (2) 700 and supplies the voltage to battery 1100.

  Inverter 1000 converts the DC power supplied from battery 1100 into AC power and supplies it to at least one of MG (1) 600 and MG (2) 700. Inverter 1000 converts AC power generated by MG (1) 600 and MG (2) 700 into DC power and supplies it to battery 1100.

  The battery 1100 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. Note that a capacitor may be used instead of the battery 1100.

  The CPU of the HVECU 1200 includes a signal transmitted from the engine ECU 200, a driving state of the vehicle, an accelerator opening detected by an accelerator opening sensor (not shown), a change rate of the accelerator opening, a shift position, an SOC of the battery 1100, Arithmetic processing is performed based on maps and programs stored in the memory. Thereby, HVECU 1200 controls the devices mounted on the hybrid vehicle so that the vehicle is in a desired state. In the present embodiment, when a predetermined condition (for example, the condition that engine 100 is stopped and the vehicle speed is 0 or more) is satisfied in consideration of the driving efficiency of the hybrid vehicle, HVECU 1200 is set to MG (2 ) The devices are controlled so that the hybrid vehicle travels only with the driving force from 700.

  The obstacle sensor 1300 detects an obstacle such as a pedestrian around the hybrid vehicle. Any obstacle sensor 1300 may be used as long as it can detect pedestrians around the hybrid vehicle, such as millimeter wave radar, laser radar, ultrasonic sensor, and infrared sensor.

  Water pump 1400 discharges cooling water that cools MG (1) 600, MG (2) 700, and PCU 800. In addition, you may comprise so that apparatuses other than MG (1) 600, MG (2) 700, and PCU800 may be cooled with the cooling water discharged from the water pump 1400. FIG.

  EV switch 1500 is operated by the driver when the driver wants to drive the hybrid vehicle only with the driving force from MG (2) 700. When EV switch 1500 is turned on, engine 100 is stopped within a predetermined condition range, and the hybrid vehicle travels only with the driving force from MG (2) 700.

  The power split mechanism 300 will be further described with reference to FIG. The power split mechanism 300 is constituted by a planetary gear mechanism. Power split device 300 includes a sun gear 302, a planetary gear 304, a carrier 306, and a ring gear 308.

  Sun gear 302 is connected to the output shaft of MG (1) 600. Therefore, the rotational speed of sun gear 302 and the rotational speed of MG (1) 600 are the same. Planetary gear 304 meshes with sun gear 302 and ring gear 308. The carrier 306 supports the planetary gear 304 rotatably. Carrier 306 is connected to a crankshaft (not shown) of engine 100. Therefore, the rotation speed of carrier 306 and the rotation speed of engine 100 are the same. Ring gear 308 is coupled to the output shaft of MG (2) 700. Therefore, the rotation speed of ring gear 308 and the rotation speed of MG (2) 700 are the same.

  With reference to FIGS. 3 to 7, the relationship among the rotational speed of engine 100, the rotational speed of MG (1) 600, and the rotational speed of MG (2) 700 will be described. When the hybrid vehicle is stopped, engine 100, MG (1) 600 and MG (2) 700 are all stopped as shown in FIG.

  For example, when the hybrid vehicle is started or when the EV switch 1500 is turned on by the driver, the engine 100 is stopped and the MG (2) 700 is driven and the MG (2) as shown in FIG. ) The hybrid vehicle travels only with the driving force from 700.

  When engine 100 is started, as shown in FIG. 5, MG (1) 600 is driven, whereby engine 100 is cranked and engine 100 is started. When engine 100 is started, MG (1) 600 starts power generation, and the generated electric power is supplied to battery 1100 and supplied to MG (2) 700, and used for traveling of the hybrid vehicle.

  During steady running, as shown in FIG. 6, the hybrid vehicle runs mainly by the driving force from engine 100. In this case, in order to increase efficiency, the power generation of MG (1) 600 is suppressed to a minimum.

  When acceleration is performed from steady running, as shown in FIG. 7, the number of revolutions of engine 100 is increased and the number of revolutions of MG (1) 600 is increased to start power generation. MG (2) 700 is driven using the electric power generated by MG (1) 600 and the electric power of battery 1100, and accelerated using the driving force from MG (2) 700 in addition to the driving force from engine 100. .

  The DC / DC converter 900 and the inverter 1000 will be further described with reference to FIGS.

  DC / DC converter 900 includes IGBTs (Insulated Gate Bipolar Transistors) 910 and 920 and a reactor 930. IGBT 910 and IGBT 920 are connected in series. The collector side of IGBT 910 is connected to the positive electrode side of inverter 1000. The emitter side of IGBT 920 is connected to the negative side of battery 1100 and the negative side of inverter 1000. One end of a reactor 930 is connected to the emitter side of the IGBT 910 (the collector side of the IGBT 920). The other end of the reactor 930 is connected to the positive electrode side of the battery 1100.

  Each IGBT is duty-controlled by the HVECU 1200. Due to the duty control of each IGBT, power flows intermittently through the reactor 930. When electric power flows intermittently, the magnetic field generated in the reactor 930 fluctuates, and the reactor 930 itself vibrates to generate noise from the reactor 930.

  Inverter 1000 includes six IGBTs 1010 to 1060. The IGBT 1010 and the IGBT 1020, the IGBT 1030 and the IGBT 1040, and the IGBT 1050 and the IGBT 1060 are connected in series so as to correspond to each layer (U layer, V layer, and W layer).

  Each IGBT is duty-controlled by the HVECU 1200. When each IGBT is duty-controlled, the inverter 1000 converts the DC power supplied from the battery 1100 into AC power and supplies the AC power to the MG (2) 700 or the AC power generated by the MG (2) 700. For example, it is converted into DC power and supplied to the battery 1100.

  Although not shown in FIG. 8, inverter 1000 further includes six IGBTs connected to MG (1) 600. About those functions, it is the same as IGBT1010-1060. Therefore, detailed description thereof will not be repeated here.

  Each IGBT of DC / DC converter 900 and inverter 1000 is duty-controlled based on a PWM (Pulse Width Modulation) signal generated by HVECU 1200.

  As shown in FIG. 9, the PWM signal is generated based on a modulated wave (carrier signal) and a signal wave. The higher the frequency of the carrier signal, the higher the frequency with which the IGBT is turned on / off. When the IGBT is turned on / off, AC power flows through MG (1) 600, MG (2) 700, and PCU 800 at a period corresponding to the PWM signal. The magnetic field generated in MG (1) 600, MG (2) 700, and PCU 800 varies due to the alternating current. As the magnetic field fluctuates, MG (1) 600, MG (2) 700, and PCU 800 vibrate. Vibration generates noise from MG (1) 600, MG (2) 700, and PCU 800. The frequency of noise generated from MG (1) 600, MG (2) 700 and PCU 800 is a frequency corresponding to the frequency of the carrier signal.

  MG (2) 700 is continuously driven by the AC power supplied from inverter 1000, but the torque of MG (2) 700 varies depending on the rotation angle of the rotor (not shown). That is, the torque of MG (2) 700 has a torque ripple. The torque ripple of MG (2) 700 is determined by the phase of the rotating magnetic field applied from the stator of MG (2) 700 to the rotor. The phase of the rotating magnetic field is determined according to the PWM signal.

  As shown by a broken line in FIG. 10, when the phase of the rotating magnetic field is set to a phase where the torque generated by the MG (2) 700 is maximized, the torque ripple becomes the lowest. In FIG. 10, when the phase of the rotating magnetic field is set to a phase at which the torque generated in MG (2) 700 does not become the maximum value, as shown by the one-dot chain line and the two-dot chain line, the torque ripple increases. As the torque ripple increases, the vibration associated with the driving of MG (2) 700 increases. Therefore, the noise generated from the hybrid vehicle increases.

  Referring to FIG. 11, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter abbreviated as S) 50, HVECU 1200 determines whether or not the hybrid vehicle is currently traveling only with the driving force from MG (2) 700 (hereinafter referred to as EV traveling). . Whether or not the hybrid vehicle is traveling in EV is determined based on, for example, whether or not the EV switch 1500 is turned on by the driver, or a predetermined condition (for example, the engine 100 is set in consideration of the driving efficiency of the hybrid vehicle). It may be determined based on whether or not the vehicle is stopped and the vehicle speed is 0 or more. If the hybrid vehicle is running on EV (YES in S50), the process proceeds to S100. Otherwise (NO at S50), this process ends.

  In S100, HVECU 1200 determines whether or not an obstacle such as a pedestrian is detected by obstacle sensor 1300. If an obstacle is detected (YES in S100), the process proceeds to S200. If not (NO in S100), this process ends. In S200, HVECU 1200 generates a PWM signal to determine the phase of the rotating magnetic field of MG (2) 700 so that the torque ripple of MG (2) 700 becomes high.

  The operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES in S50), if an obstacle such as a pedestrian is detected (YES in S100), torque ripple of MG (2) 700 is increased (S200). As a result, vibration associated with driving of MG (2) 700 increases, and noise generated from the hybrid vehicle increases. Therefore, it becomes easy for a pedestrian or the like to hear the noise emitted from the hybrid vehicle, and the pedestrian or the like can recognize the approach of the hybrid vehicle.

  As described above, in the vehicle control apparatus according to the present embodiment, when the HVECU detects an obstacle such as a pedestrian, the HVECU drives MG (2) so that the torque ripple of MG (2) becomes high. Thereby, the vibration accompanying the drive of MG (2) increases, and the noise generated from the hybrid vehicle increases. Therefore, it becomes easy for pedestrians and the like to hear the noise emitted from the hybrid vehicle (easy to recognize), and the pedestrians and the like can recognize the approach of the hybrid vehicle.

<Second Embodiment>
A vehicle control apparatus according to a second embodiment of the present invention will be described with reference to FIGS.

  In the first embodiment described above, the noise is increased by increasing the torque ripple of MG (2). However, in this embodiment, the frequency of the carrier signal is set to the frequency of the audible range in human hearing. Increase the noise by setting to.

  Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 12, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described. Note that S50 and S100 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, at S300, HVECU 1200 changes the frequency of the carrier signal to an audible range.

  The operation of HVECU in the present embodiment based on the structure and flowchart as described above will be described.

  When the hybrid vehicle is running on EV (YES in S50), when an obstacle such as a pedestrian is detected (YES in S100), the frequency of the carrier signal is audible as shown in FIG. (S300). Thus, the frequency of noise generated from MG (1) 600, MG (2) 700, and PCU 800 in accordance with the duty control of each IGBT of inverter 1000 becomes the frequency of the audible range. Therefore, the noise generated from the hybrid vehicle is increased, and a pedestrian or the like can hear the noise generated from the hybrid vehicle. As a result, a pedestrian or the like can recognize the approach of the hybrid vehicle. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired.

<Third Embodiment>
With reference to FIGS. 14 and 15, a vehicle control apparatus according to a third embodiment of the present invention will be described. In the second embodiment described above, the noise is increased by changing the frequency of the carrier signal to the frequency of the audible range. However, in this embodiment, the frequency of the carrier signal is changed to the frequency of the audible range. In addition to changing, the frequency of the carrier signal is varied. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 14, a control structure of a program executed by ECU 1200 in the vehicle control apparatus according to the present embodiment will be described. Note that S50 and S100 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, at S400, HVECU 1200 changes the frequency of the carrier signal between frequencies in the audible range.

  An operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES at S50), if an obstacle such as a pedestrian is detected (YES at S100), the frequency of the carrier signal is in the audible range as shown in FIG. The frequency is changed and varied between frequencies in the audible range (S400). Thereby, the frequency of the noise generated from MG (1) 600, MG (2) 700 and PCU 800 varies between frequencies in the audible range. Therefore, noise generated from MG (1) 600, MG (2) 700 and PCU 800 further stimulates the pedestrian's hearing. As a result, it becomes easier for the pedestrian to hear the noise, and the approach of the hybrid vehicle can be recognized. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired.

<Fourth embodiment>
A vehicle control apparatus according to a fourth embodiment of the present invention will be described with reference to FIGS. 16 and 17. In the first embodiment described above, the noise was increased by increasing the torque ripple of MG (2). However, in this embodiment, by opening the reactor sound insulation cover that covers the reactor, the vehicle can travel. Increase the accompanying noise.

  As shown in FIG. 16, the reactor 930 is covered with a reactor sound insulation cover 932. Reactor sound insulation cover 932 provides sound insulation so that noise generated from reactor 930 does not leak outside the vehicle. The reactor sound insulation cover 932 can be opened and closed by an actuator 934. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 17, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described. S50 and S100 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, HVECU 1200 causes reactor sound insulation cover 932 to be opened by actuator 934 at S500.

  An operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES in S50), if an obstacle such as a pedestrian is detected (YES in S100), reactor sound insulation cover 932 is opened by actuator 934 (S500). Thereby, noise generated in reactor 930 is likely to leak out of the hybrid vehicle, and a pedestrian or the like can easily hear noise generated from reactor 930. Therefore, a pedestrian or the like can recognize the approach of the hybrid vehicle. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired.

<Fifth embodiment>
A vehicle control apparatus according to a fifth embodiment of the present invention will be described with reference to FIG. In the first embodiment described above, the noise is increased by increasing the torque ripple of MG (2). However, in this embodiment, the noise is increased by increasing the rotational speed of the water pump. To do. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Referring to FIG. 18, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described. Note that S50 and S100 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, at S600, HVECU 1200 increases the number of rotations of the water pump.

  The operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES at S50), if an obstacle such as a pedestrian is detected (YES at S100), the rotational speed of the water pump is increased (S600). As a result, the noise generated from the water pump 1400 is increased, making it easier for pedestrians to hear the noise. Therefore, the pedestrian can recognize the approach of the hybrid vehicle. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired.

<Sixth Embodiment>
A vehicle control apparatus according to a sixth embodiment of the present invention will be described with reference to FIGS. 19 and 20. In the first embodiment described above, noise was increased by increasing the torque ripple of MG (2). However, in this embodiment, MG (1) is driven without starting the engine. The noise is increased by increasing the engine speed. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here. The vehicle control device according to the present embodiment can be applied to series / parallel hybrid vehicles and series hybrid vehicles.

  Referring to FIG. 19, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described. S50 and S100 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, at S700, HVECU 1200 drives MG (1) 600 to increase the rotational speed of engine 100. At this time, HVECU 1200 does not transmit a signal indicating a request for starting engine 100 to engine ECU 200. Therefore, engine 100 is not started.

  An operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES in S50), if an obstacle such as a pedestrian is detected (YES in S100), power is supplied to MG (1) 600 and MG (1). 600 is driven (S700). As a result, noise is generated from the engine 100 by the opening / closing sound of the air supply / exhaust valve, the collision sound between the tappet and the camshaft, the sound of the air supplied / exhausted into the cylinder, and the like. Therefore, a pedestrian or the like can easily hear noise generated from the engine 100. Further, as shown in FIG. 20, the rotational speed of engine 100 is increased or decreased as MG (1) 600 is driven. Thereby, the frequency of the noise generated from the engine 100 is changed, which further stimulates the pedestrian's hearing. As a result, a pedestrian or the like can recognize the approach of the hybrid vehicle. Since engine 100 is not started, deterioration of fuel consumption is suppressed. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired.

<Seventh embodiment>
A vehicle control apparatus according to a seventh embodiment of the present invention will be described with reference to FIG. In the sixth embodiment described above, the engine speed is increased or decreased by MG (1) without starting the engine. However, in the present embodiment, the engine is started. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here. The vehicle control apparatus according to the present embodiment can be applied to series / parallel hybrid vehicles, series hybrid vehicles, and parallel hybrid vehicles.

  Referring to FIG. 21, a control structure of a program executed by HVECU 1200 in the vehicle control apparatus according to the present embodiment will be described. Note that S50 and S100 are the same as those in the above-described sixth embodiment. Therefore, detailed description thereof will not be repeated here. In the present embodiment, at S800, HVECU 1200 drives MG (1) 600 to crank the engine. At this time, HVECU 1200 transmits a signal indicating a request for starting engine 100 to engine ECU 200. Therefore, engine 100 is started.

  An operation of HVECU 1200 in the present embodiment based on the above-described structure and flowchart will be described.

  When the hybrid vehicle is running on EV (YES in S50), when an obstacle such as a pedestrian is detected (YES in S100), engine 100 is cranked by MG (1) 600 and started. (S800). As a result, noise such as an explosion sound of the air-fuel mixture is generated from the engine 100. Therefore, it becomes easy for a pedestrian to hear the noise generated from the hybrid vehicle, and the pedestrian can recognize the approach of the hybrid vehicle. Even if comprised in this way, the effect similar to the above-mentioned 1st Embodiment can be acquired. Note that the first to seventh embodiments may be appropriately combined.

  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 above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram showing a hybrid vehicle equipped with a vehicle control device according to a first embodiment of the present invention. It is sectional drawing which shows a power split device. It is an alignment chart of the power split mechanism when the hybrid vehicle is stopped. It is an alignment chart of the power split mechanism at the time of start of the hybrid vehicle. It is an alignment chart of a power split mechanism at the time of engine start of a hybrid vehicle. It is a collinear diagram of a power split mechanism during steady running of a hybrid vehicle. It is an alignment chart of a power split mechanism at the time of acceleration of a hybrid vehicle. It is a figure which shows a DC / DC converter and an inverter. It is a figure which shows a PWM signal. It is a figure which shows the relationship between the phase of a rotating magnetic field, and the torque of MG (2). It is a flowchart which shows the control structure of the program which HVECU performs in the vehicle control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention. It is a timing chart which shows the frequency of a carrier signal. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 3rd Embodiment of this invention. It is a timing chart which shows the frequency of a carrier signal. It is a figure which shows a DC / DC converter and an inverter. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 4th Embodiment of this invention. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 5th Embodiment of this invention. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 6th Embodiment of this invention. In the vehicle control apparatus which concerns on the 6th Embodiment of this invention, it is an alignment chart of the power split mechanism in the case of detecting a pedestrian. It is a flowchart which shows the control structure of the program which HVECU performs in the control apparatus of the vehicle which concerns on the 7th Embodiment of this invention.

Explanation of symbols

  100 engine, 200 engine ECU, 300 power split mechanism, 400 speed reducer, 500 wheels, 600 motor generator (1), 700 motor generator (2), 800 PCU, 900 DC / DC converter, 930 reactor, 932 reactor sound insulation cover, 934 actuator, 1000 inverter, 1100 battery, 1200 HVECU, 1300 obstacle sensor, 1400 water pump, 1500 EV switch.

Claims (8)

A control apparatus for a vehicle equipped with an electric drive system that generates a driving force by a rotating electric machine, wherein the vehicle travels at least by the driving force of the rotating electric machine, and the electric drive system generates a sound by operation. Have
Detection means for detecting objects around the vehicle;
If the object is detected, as compared with the case where the object is not detected, so that the sound of the electric drive system is large, viewed contains a control means for controlling the electric drive system,
The electric drive system includes a reactor, and an openable / closable reactor cover that covers the reactor,
The control means includes a means for controlling the electric drive system such that when the object is detected, the reactor cover is opened and the sound of the electric drive system is easily recognized. apparatus.   When the object is detected, the control means increases the torque ripple of the rotating electrical machine and makes the sound of the electric drive system louder than when the object is not detected. The vehicle control device according to claim 1, comprising means for controlling the vehicle. The rotating electrical machine is a three-phase AC rotating electrical machine,
The electric drive system includes an inverter that operates based on a PWM carrier signal;
The control means is configured to set the frequency of the PWM carrier signal to an audible range when the object is detected, and to control the electric drive system so that the sound of the electric drive system becomes louder. The vehicle control device according to claim 1, further comprising:   4. The vehicle control device according to claim 3, further comprising means for continuously changing the frequency of the PWM carrier signal when the object is detected. The electric drive system includes a pump that discharges a cooling medium that cools a heat generating part included in the system,
The control means controls the electric drive system such that when the object is detected, the rotation speed of the pump is increased and the sound of the electric drive system becomes louder than when the object is not detected. comprising means for controlling the control apparatus for a vehicle according to any one of claims 1 to 4. The electric drive system, a hybrid system having an electric rotating machine and an engine, the vehicle travels by the driving force from at least one of the rotating electrical machine and the engine,
If the previous SL object is detected, as compared with the case where the object is not detected, by increasing the rotational speed of the engine, so that sound generated by the engine is increased, for controlling the hybrid system The vehicle control device according to claim 1, further comprising hybrid system control means. The hybrid system further includes a starter coupled to a crankshaft of the engine,
When the object is detected in a state where the engine is stopped, the hybrid system control means drives the starter without starting the engine to increase the rotational speed of the engine. The vehicle control device according to claim 6 , further comprising means for controlling the hybrid system such that a sound generated in the vehicle is increased. The hybrid system control means controls the hybrid system so that when the object is detected in a state where the engine is stopped, the engine is started and a sound generated by the engine is increased. The vehicle control device according to claim 6 , comprising means for

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