CN1792688A - Vehicle brake control apparatus - Google Patents

Vehicle brake control apparatus Download PDF

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Publication number
CN1792688A
CN1792688A CN 200510136207 CN200510136207A CN1792688A CN 1792688 A CN1792688 A CN 1792688A CN 200510136207 CN200510136207 CN 200510136207 CN 200510136207 A CN200510136207 A CN 200510136207A CN 1792688 A CN1792688 A CN 1792688A
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China
Prior art keywords
braking force
wheel
control
fluid pressure
brake power
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CN 200510136207
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Chinese (zh)
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CN100381315C (en
Inventor
松浦正裕
齐藤滋
小久保浩一
仙石裕二
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Advics Co Ltd
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Advics Co Ltd
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Publication of CN100381315C publication Critical patent/CN100381315C/en
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    • Y02T10/6239—
    • Y02T10/7077—

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  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

In a vehicle brake apparatus, front-wheel brake power is controlled with fluid pressure brake power (a front-wheel VB fluid pressure part Fvbf+ an increase in fluid pressure brake power equivalent to a liner valve pressure difference Delta P1 ) and regenerative brake power Freg, while rear-wheel brake power is controlled with only fluid pressure brake power (a rear-wheel VB fluid pressure part Fvbr+an increase in fluid pressure brake power equivalent to a liner valve pressure difference Delta P2), so that regenerative and cooperative brake controlling is executed. When a brake pedal is additionally depressed during front/rear brake power proportion controlling, the shortage of the total brake power is compensated by adding additional brake power Fadd, which is the same as rear-wheel brake power shortage Delta Fr generated by the additional depression, to the front-wheel brake power.

Description

Vehicle brake control apparatus
Technical field
The present invention relates to a kind of vehicle braked control setup that is used for.
Background technology
A kind of be independent of chaufeur to the operation of drag control members such as for example brake pedal and the automatic brake arrangement of the fluid pressure of automatic guidance brake wheel cylinder by known widely.For example, the automatic brake arrangement that is disclosed among the Japanese unexamined patent publication No.2004-9914 comprises main brake cylinder, is used for being independent of corresponding to the operation of brake pedal operation based on vacuum booster the operation generation main fluid pressure (main brake cylinder hydraulic pressure and vacuum booster fluid pressure) of brake pedal; Fluid pressure pump is used to produce the charging fluid pressure that is higher than main fluid pressure; And normal bursting at the seams property electromagnetic valve, be used to regulate the pressure (difference of pressure) that the charging fluid pressure that utilizes fluid pressure pump to produce puts on main hydraulic pressure.
In this device, the vehicle of described device and the distance between the fwd vehicle are installed on it measure, and when this distance during less than predetermined reference value, fluid pressure pump and often bursting at the seams property electromagnetic valve controlled.Described device by " the additional main fluid pressure of applied pressure to some extent it on " that utilizes described device and produce based on fluid pressure (fluid pressure braking force) automatically the control brake power brake pedal that is independent of chaufeur operate automatically to vehicle brake activation power.
Recently, developed such technology, wherein above-mentioned automatic brake arrangement is applied to use the battery-driven car and the so-called hybrid vehicle that use motor and combustion engine as drive source of electrical motor as drive source, makes that the regeneration and the cooperation control of braking that use fluid pressure braking force and regenerative brake power are carried out.
More clearly, described device is set up the supercharging performance of vacuum booster, and feasible main fluid pressure with respect to brake pedal operating effort (brake pedal depression power) has the numerical value that is lower than predetermined target value wittingly.Therefore, determined the numerical value that is lower than predetermined target value to have wittingly with respect to " based on the fluid pressure braking force (main fluid press-brake power) of main fluid pressure " of brake pedal depression power.
Described device according to brake pedal depression power adjustment compensation braking force (particularly, regenerative brake power and the fluid pressure braking force that applies), make main fluid press-brake power and compensation braking force sum (be applied to the braking force on the front-wheel and be applied to braking force sum on the trailing wheel) be consistent with the intended target characteristic with respect to the characteristic of brake pedal depression power, described property comprises " the regenerative brake power that is caused by electrical motor " and/or " based on the fluid brake power of the institute's applied pressure that is caused by normal bursting at the seams property electromagnetic valve (corresponding to the fluid pressure braking force recruitment of institute's applied pressure or the fluid pressure that applied) ".In addition, the regenerative brake power that is caused by electrical motor has precedence over the fluid pressure braking force that is applied and is used.
Therefore, total braking force is consistent with target property with respect to the characteristic of brake pedal depression power, makes chaufeur not produce uncomfortable brake feel.In addition, when the speed of a motor vehicle reduces owing to the operation of the brake pedal of chaufeur, the electric energy that produces corresponding to the electrical motor of the regenerative brake power that is caused by electrical motor can be recovered in the battery effectively, thereby obtains good vehicle oil consumption quota by the energy efficiency of improving whole device.
On the other hand, in the brake pedal operating period of chaufeur, if trailing wheel prior to front-wheel by locked, instability is tended in the operation of vehicle.Therefore, if trailing wheel tends to prior to front-wheel by locked, keep the control (below be called front/rear brakig force distribution control) of the fluid pressure of trailing wheel brake wheel cylinder.By carrying out the control of front/rear brakig force distribution, the braking force recruitment braking force that is applied on the trailing wheel is stoped, thus prevent trailing wheel prior to front-wheel by locked.
Developed following technology, above-mentioned automatic brake arrangement be applied to have as drive source drive front-wheel electrical motor battery-driven car or have on the hybrid vehicle of motor, except above-mentioned regeneration and cooperation control of braking, also carry out front/rear brakig force distribution control.
That is in this technology, regeneration and cooperation control of braking are in brake pedal operating period execution.Therefore, be applied to braking force on the front-wheel, and be applied to braking force on the trailing wheel only by the fluid pressure brake-power control by the control of fluid pressure braking force and regenerative brake power.In this technology, if trailing wheel tends to front-wheel by locked during carrying out regeneration and cooperation control of braking, the brake wheel cylinder fluid pressure of trailing wheel (that is trailing wheel fluid pressure braking force) is kept by carrying out front/rear brakig force distribution control.Carrying out front/rear brakig force distribution control period, trailing wheel fluid pressure braking force thereby the numerical value when being maintained at front/rear brakig force distribution control beginning.
In this device, carrying out front/rear brakig force distribution control period, even when the brake pedal operational requirements begins greater than front/rear brake-power control during the braking force of brake pedal operation (below be called " additionally depressing "), the numerical value when being applied to fluid pressure braking force on the trailing wheel and also maintaining front/rear brakig force distribution control beginning.
Therefore, after additionally depressing, control unenforced situation with front/rear brakig force distribution and compare, be applied to the fluid pressure braking force deficiency (situation of the braking force that front/rear brakig force distribution control execution and brake pedal operational requirements are onesize with additionally depressing the back) on the trailing wheel.In other words, control unenforced situation with front/rear brakig force distribution and compare, the total braking force after additionally depressing (being applied to braking force and the braking force sum that is applied on the trailing wheel on the front-wheel) deficiency.
Therefore, in this case, total braking force with respect to the target property deficiency, makes that the optimum braking force with respect to brake pedal depression power can not be maintained with respect to the characteristic of brake pedal depression power.Therefore, preferably,, the wantage that is applied to the fluid pressure braking force (that is total braking force) on the trailing wheel is compensated when when the front/rear brakig force distribution control period of execution is additionally depressed.
Summary of the invention
The present invention is intended to solve such problem, in vehicle brake control apparatus, carry out front/rear brakig force distribution control prevent trailing wheel prior to front-wheel locked in, at least in front-wheel, use fluid pressure braking force and regenerative brake power to carry out regeneration and cooperation control of braking, the purpose of this invention is to provide a kind of vehicle brake control apparatus, can compensate issuable total braking force wantage when front/rear brakig force distribution control period is additionally depressed.
The Vehicular brake device that sets vehicle brake control apparatus of the present invention is applied to have and is used to drive the vehicle (battery-driven car or hybrid vehicle) of the electrical motor of front-wheel (that is, driving the electrical motor of front-wheel or each electrical motor of driving front-wheel and trailing wheel) at least.In other words, this Vehicular brake device is applied to a kind of like this vehicle, wherein, is applied to braking force on the front-wheel by the control of fluid pressure braking force and regenerative brake power, and is applied to braking force on the trailing wheel only by the fluid pressure brake-power control; Perhaps be applied to such vehicle, the braking force that wherein is applied on back and the front-wheel is controlled by fluid pressure braking force and regenerative brake power.
Described Vehicular brake device comprises the main fluid Pressure generator, and it is corresponding to the operation generation main fluid pressure of driver to drag control member; Produce the pressurizer of charging fluid pressure, be used to produce the fluid pressure that is higher than described main fluid pressure; The described charging fluid pressure that pressure regulation device, its adjusting utilize described pressurizer to produce makes the size of described main fluid pressure supercharging; And the regenerative brake force control device, the described regenerative brake power that its control is produced by described electrical motor.
Described main fluid generation device comprises main brake cylinder, and its operation based on drag control member produces described main fluid pressure (main brake cylinder fluid pressure, vacuum booster fluid pressure); Hydraulic booster, it can be corresponding to chaufeur to the operation of drag control member and move.Described pressurizer comprises fluid pressure pump (gear type pump), and it supplies with brake fluid in the fluid pressure loop that produces the brake wheel cylinder fluid pressure.
Described pressure regulation device comprises that linear wheel braking divides cylinder fluid pressure valve (Chang Kai or normally closed), is arranged on the described fluid pressure loop that produces described main fluid pressure and produces between the described fluid circuit of described brake wheel cylinder fluid pressure.By utilizing the linear brake wheel cylinder fluid pressure of the charging fluid pressure control that is produced by the operating fluid force lift, the supercharging size (difference of pressure) of main fluid pressure (promptly, deduct the numerical value of main fluid pressure gained from the brake wheel cylinder fluid pressure) can adjust continuously, no matter make main fluid pressure (promptly, the operation of drag control member) how, the brake wheel cylinder fluid pressure is adjusted serially.
The regenerative brake force control device comprises current transformer, be used to control supply (promptly as the AC electric power of the AC synchronous motor in vehicular drive source, the control motor propulsive effort) and control as the AC electric power that electrical motor produced of electrical generator (that is control generating resistance, just regenerative brake power).
Carry out regeneration and cooperation control of braking according to vehicle brake control apparatus of the present invention.Promptly, described device comprises regeneration and cooperation braking force control system, be used for operation adjustment compensation braking force corresponding to drag control member, make total braking force (be applied on the front-wheel braking force be applied to trailing wheel on the braking force sum) be consistent with predefined target property with respect to the characteristic of the operation of drag control member, described total braking force is main fluid press-brake power and compensation braking force sum, the fluid pressure braking force that described main fluid pressure is determined based on the main fluid pressure that is produced by described main fluid Pressure generator, regenerative brake power and/or charging fluid press-brake power that described compensation braking force is controlled by described regenerative brake force control device constitute, described charging fluid press-brake power is based on the big or small fluid pressure braking force of determining of the supercharging of being adjusted by described pressure regulation device (corresponding to the fluid pressure braking force recruitment of supercharging size, that is charging fluid press-brake power).
Also carry out front/rear brakig force distribution control according to vehicle brake control apparatus of the present invention.That is, described device comprises the front/rear brakig force distribution control setup of controlling front/rear brakig force distribution, and it carries out operating period the driver to drag control member and tends to stop the increase that is applied to the braking force on the trailing wheel when locked prior to front-wheel when trailing wheel.
Wheel speed (average wheel speed) is when institute's value becomes greater than predetermined value after the past wheel speed (average wheel speed) deducts, and front/rear brakig force distribution control setup determines that at this trailing wheel tends to be controlled to begin front/rear brakig force distribution by locked prior to front-wheel.Then, along with the carrying out of front/rear brakig force distribution control, front/rear brakig force distribution control setup is kept the braking force that is applied on the trailing wheel.
Particularly, only by the vehicle of fluid pressure brake-power control, trailing wheel brake wheel cylinder fluid pressure (that is trailing wheel fluid pressure braking force) is kept for rear-wheel braking force.For the vehicle of rear-wheel braking force by fluid pressure braking force and the control of regenerative brake power, outside trailing wheel brake wheel cylinder fluid pressure (that is, trailing wheel fluid pressure braking force), regenerative brake power is also kept.
Be characterised in that according to vehicle brake control apparatus of the present invention, described device also comprises extra braking force generation device, in order at front/rear brakig force distribution control period when the operational requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, be applied to the described regenerative brake power on the front-wheel and/or the described charging fluid press-brake power that is applied on the front-wheel increases the braking force that is applied on the front-wheel by increase, described regenerative brake power and described charging fluid press-brake power are controlled by described regeneration and cooperation braking force control system described compensation braking force is adjusted.
As a result, when brake pedal was depressed during front/rear brake-power control extraly, the braking force that is applied on the front-wheel can increase (situation when not carrying out with front/rear brakig force distribution control is compared).Therefore, the wantage that is applied to the braking force on the trailing wheel (wantage of total braking force) that produces when front/rear brakig force distribution control period is depressed extraly when brake pedal can be compensated.Therefore, total braking force can meet with predefined target property with respect to the characteristic of the operation of drag control member, thereby keeps the optimum braking force corresponding to the operation of drag control member.
In this case, preferably, when not carrying out with respect to front/rear wheel brakig force distribution control based on the braking force that imposes on described trailing wheel and the wantage of the corresponding numerical value of described operation of drag control member (below be called the rear-wheel braking force wantage) determine extra braking force, described extra braking force is to be applied to the described regenerative brake power on the front-wheel and/or to be applied to the recruitment that is applied to the braking force on the front-wheel that the described charging fluid press-brake power on the front-wheel produces by increase, and the prevention that described wantage is caused by described front/rear brakig force distribution control is applied to that the increase of braking force produces on the trailing wheel.Described extra braking force is at this numerical value that can be defined as having same numerical value with the rear-wheel braking force wantage or be defined as the rear-wheel braking force wantage be multiply by the pre-determined factor positive coefficient of (for example, less than " 1 ") gained.
Therefore, when extra braking force is set at when having identical value with the rear-wheel braking force wantage, even depress extraly at front/rear brakig force distribution control period and produce the rear-wheel braking force wantage owing to brake pedal, the rear-wheel braking force wantage is also accurately compensated by the extra braking force that is applied on the front-wheel.
Therefore, total braking force has with front/rear brakig force distribution control and has identical numerical value when not carrying out.That is, total braking force can accurately meet with target property with respect to the characteristic of the operation of drag control member.
Preferably, comprise also that according to vehicle brake control apparatus of the present invention maximum allows regenerative brake power to determine device, be used for determining allowing regenerative brake power corresponding to the maximum of the state of described vehicle, described maximum permission regenerative brake power is the described regenerative brake power maximum permissible value that is applied on the front-wheel, wherein, when determined extra braking force surpasses the regenerative brake power put on front-wheel with respect to the described maximum surplus that allows regenerative brake power (below be called regenerative brake power surplus), described extra braking force generation device produces determined extra braking force by increasing the described regenerative brake power that puts on front-wheel with described extra braking force, and the described regenerative brake power that puts on front-wheel is controlled and adjusts described compensation braking force by described regeneration and the control of cooperation braking force control system.
Therefore, when brake pedal when front/rear brakig force distribution control period additionally is depressed, the regenerative brake power that is applied on the front-wheel increases with determined extra braking force, therefore extra braking force is created in front-wheel.That is, the described regenerative brake that is used to produce extra braking force overcomes and may use by the earth.Therefore, even when determined extra braking force surpasses described regenerative brake power surplus, the electric energy that is produced by electrical motor also can be recovered in the battery to greatest extent.
Preferably, comprise also that according to described vehicle brake control apparatus of the present invention above-mentioned maximum allows regenerative brake power to determine device, wherein, when determined extra braking force surpassed described regenerative brake power surplus, described extra braking force generation device was increased to by the described regenerative brake power that will put on front-wheel and describedly maximumly allows regenerative brake power and will increase the charging fluid press-brake power that puts on front-wheel with respect to the wantage of determined extra braking force with described regenerative brake power surplus to produce determined extra braking force.
Therefore, when brake pedal when front/rear brakig force distribution control period is additionally depressed, the described regenerative brake power that is applied on the front-wheel is increased to the maximum regenerative brake power that allows, and the charging fluid press-brake power that is applied on the front-wheel increases with the wantage of described regenerative brake power surplus with respect to determined extra braking force, makes extra braking force produce in front-wheel.That is, regenerative brake power is to greatest extent in order to produce described extra braking force.Thereby even when determined extra braking force surpasses regenerative brake power surplus, the electric energy that is produced by motor also can be recovered in the battery to greatest extent.
In addition, when brake pedal when front/rear brakig force distribution control period is additionally depressed, in the described regenerative brake power surplus situation that is " 0 " (promptly, the regenerative brake power that is applied on the front-wheel has and the described maximum identical value of regenerative brake power that allows) under, by enriching the charging fluid pressure that is added on the front-wheel, make described extra braking force in front-wheel, produce with the extra braking force of determined.
Preferably, in according to vehicle brake control apparatus of the present invention, the described compensation braking force that is complementary when the characteristic and the predefined target property that are used to make total braking force with respect to the operation of drag control member surpasses described maximum when allowing regenerative brake power, described regeneration and cooperation braking force control system produce described compensation braking force by producing regenerative brake power, make the numerical value of regenerative brake power become and equal the numerical value of described compensation braking force.
Preferably, the described compensation braking force that is complementary when the characteristic and the predefined target property that are used to make total braking force with respect to the operation of drag control member surpasses described maximum when allowing regenerative brake power, regeneration and cooperation braking force control system be by producing described regenerative brake power and producing described compensation braking force by producing charging fluid press-brake power with its maxim, make the numerical value of charging fluid press-brake power become and equal the value that described compensation braking force exceeds described maximum regeneration braking force.As a result, when front/rear brakig force distribution control was not carried out, the electric energy that is produced by electrical motor can be recovered in the battery to greatest extent.
More than illustrated according to vehicle brake control apparatus of the present invention and be equipped on situation in the Vehicular brake device with main fluid Pressure generator, pressurizer and pressure regulation device.Be equipped on the device that is not limited to have this structure according to the described Vehicular brake device of vehicle brake control apparatus of the present invention, therefore array apparatus also can be used down.
That is to say, be applied to have as on vehicle propulsion source, that drive the motor of front-wheel at least according to vehicle brake control apparatus of the present invention, and be equipped in such Vehicular brake device, described Vehicular brake device comprises the friction braking force control device, be used to be independent of chaufeur the friction brake force that is applied on the wheel is controlled in the operation of drag control member, and the regenerative brake force control device, be used to control the regenerative brake power that produces by motor.
Is (for example to work as friction member by friction braking force control device friction brake force control, that put on wheel at this, brake pad) is pressed in the friction force of the brake wheel that on revolving member, produces when becoming single-piece revolving member (for example, disk rotor) to go up with wheel.Described friction brake force comprises that fluid pressure is as the described fluid pressure braking force and the air pressure braking force that uses air pressure as the drive source of described friction member of the drive source of described friction member in the use brake wheel cylinder.When described fluid pressure braking force adopted as friction brake force, described friction braking force control device generally included fluid pressure pump, was used to produce than the high fluid pressure of fluid pressure (main brake cylinder fluid pressure) corresponding to the operation of drag control member; And a plurality of electromagnetic valves, be used to adjust the brake wheel cylinder fluid pressure that each is taken turns.
In this case, comprise above-mentioned front/rear brakig force distribution control setup, following regeneration and cooperation braking force control system and following extra braking force generation device according to vehicle brake control apparatus of the present invention.
Regeneration and cooperation braking force control system are adjusted described friction brake force and described regenerative brake power in order to the operation corresponding to described drag control member by controlling described friction braking force control device and described regenerative brake force control device, make described total braking force meet with respect to the characteristic and the predefined target property of the operation of described drag control member, described total braking force is described friction brake force and described regenerative brake power sum.
Extra braking force generation device in order at front/rear brakig force distribution control period when the operational requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, by increase control by described regeneration and cooperation braking force control system, be applied to the described regenerative brake power on the front-wheel and/or the described friction brake force that is applied on the front-wheel increases the braking force that is applied on the front-wheel.
In this way, when brake pedal when front/rear brakig force distribution control period is depressed extraly, by increase by described regeneration and the control of cooperation braking force control system, be applied to the regenerative brake power on the front-wheel and/or be applied to friction brake force on the front-wheel, put on the regenerative brake power of the front-wheel of being controlled and/or put on the charging fluid press-brake power of the front-wheel of being controlled but not increase so that adjust described compensation braking force by described regeneration and cooperation braking force control system, above-mentioned rear-wheel braking force wantage (that is total braking force wantage) can be compensated.
In this case, described extra braking force is to be applied to the regenerative brake power on the front-wheel and/or to be applied to the recruitment of the braking force that puts on front-wheel that the friction brake force on the front-wheel produces by increase.In this case, preferably, when determined extra braking force surpasses by described regeneration and the control of cooperation braking force control system, the described regenerative brake power that puts on front-wheel is during with respect to the described maximum surplus that allows regenerative brake power, described extra braking force generation device produces determined extra braking force by increasing the described regenerative brake power that is applied to front-wheel with described extra braking force, and surpass by described regeneration and the control of cooperation braking force control system when determined extra braking force, the described regenerative brake power that is applied to front-wheel is during with respect to the described maximum surplus that allows regenerative brake power, and described extra braking force generation device is increased to by the described regenerative brake power that will be applied to front-wheel and describedly maximumly allows regenerative brake power and increase the friction brake force that puts on front-wheel with the surplus of the described regenerative brake power that puts on front-wheel with respect to the wantage of determined extra braking force to produce determined extra braking force.
Therefore, no matter whether determined extra braking force surpasses described regenerative brake power surplus, the electric energy that is produced by motor can be recovered in the battery equally to greatest extent.
Description of drawings
Fig. 1 is the schematic diagram of vehicle, and described vehicle has the Vehicular brake device according to first embodiment of the invention mounted thereto.
Fig. 2 is the schematic diagram of vacuum booster fluid pressure generation device shown in Fig. 1 and fluid pressure brake-power control unit.
Fig. 3 is the diagram of curves that often concerns between the instruction current of bursting at the seams property electromagnetic valve and the command pressure difference shown in the displayed map 2.
Fig. 4 shows when using Vehicular brake device shown in Figure 1, based on the fluid pressure braking force (VB fluid pressure part) of the vacuum fluid pressure diagram of curves with respect to the characteristic of brake pedal depression power, and total braking force is with respect to the diagram of curves of the target property of brake pedal depression power.
Fig. 5 A to 5C is a time diagram, show when using Vehicular brake device shown in Figure 1 the example that aviation value, trailing wheel wheel speed aviation value, front wheel brake power and the rear-wheel braking force of brake pedal depression power, front-wheel wheel speed change during the front/rear brakig force distribution of control.
Fig. 6 begins the diagram of circuit that front/rear brakig force distribution is controlled, the program of confirming and carry out that front/rear brakig force distribution is controlled is finished in the control of front/rear brakig force distribution by control of braking ECU shown in Figure 1.
Fig. 7 is the diagram of circuit that is calculated the program of extra braking force by control of braking ECU shown in Figure 1.
Fig. 8 is the diagram of circuit by the program of control of braking ECU control fluid press-brake power shown in Figure 1.
Fig. 9 is the diagram of circuit by the program of compound control ECU control regenerative brake power shown in Figure 1.
Figure 10 is the schematic diagram of vehicle, and described vehicle has the Vehicular brake device according to the second embodiment of the present invention mounted thereto.
Figure 11 is the hydrobooster fluid pressure generation device shown in Figure 10 and the schematic diagram of fluid pressure brake-power control unit.
When Figure 12 is display application Vehicular brake device shown in Figure 10, front wheel brake power (=regenerative brake power+front-wheel fluid pressure braking force) and rear-wheel braking force (=trailing wheel fluid pressure braking force) are with respect to the diagram of curves of the characteristic of main brake cylinder fluid pressure, and total braking force is with respect to the diagram of curves of the target property of main brake cylinder fluid pressure.
Figure 13 A to 13C is a time diagram, show when using Vehicular brake device shown in Figure 10 the example that aviation value, trailing wheel wheel speed aviation value, front wheel brake power and the rear-wheel braking force of brake pedal depression power, front-wheel wheel speed change during the front/rear brakig force distribution of control.
Figure 14 is the diagram of circuit that is calculated the program of extra braking force by control of braking ECU shown in Figure 10.And
Figure 15 is the diagram of circuit by the program of control of braking ECU control fluid press-brake power shown in Figure 10.
The specific embodiment
The embodiment of vehicle according to the invention brake equipment (vehicle brake control apparatus) will be described with reference to the drawings as follows.
(first embodiment)
Fig. 1 is the scheme drawing of vehicle, and described vehicle has the Vehicular brake device 10 according to first embodiment of the invention mounted thereto.This vehicle comprises two brake fluid pressure pipe-loop (promptly, so-called front/rear pipeline), described brake fluid pressure pipe-loop is made up of pipeline that is used for two front-wheels and the pipeline that is used for two trailing wheels, described vehicle be utilize driving engine and electrical motor as the driving front-wheel the f-w-d hybrid vehicle of propulsion source.
Vehicular brake device 10 comprises the composite system 20 with driving engine E/G and two kinds of drive sources of electrical motor M, produce the vacuum booster fluid pressure generation device (below be called VB fluid pressure generation device 30) of brake fluid pressure corresponding to driver's brake pedal operation, be used to control each fluid pressure braking force of taking turns (particularly, the brake wheel cylinder fluid pressure) fluid pressure brake-power control unit 40, control of braking ECU50, compound control ECU (being called HV control ECU60) and engine control ECU70).
Composite system 20 comprises driving engine E/G, electrical motor M, electrical generator G, power splitting mechanism P, retarder D, current transformer I and battery B.Driving engine E/G is the main drive source of vehicle, and according to present embodiment, it is spark ignition type multi-cylinder (four a cylinders) combustion engine.
Electrical motor M is the autosynchronous motor as the assistive drive source, and it is used for producing regenerative brake power also as electrical generator during the driver operates brake pedal BP.Electrical generator G is similar to electrical motor M, also is the AC synchronous type, and to drive to produce alternating current (alternating current) by driving engine E/G be that battery B charges or driving motor M.
Power splitting mechanism P forms and is connected on driving engine E/G, electrical motor M, electrical generator G and the retarder D by the planetary wheel series structure.Power splitting mechanism P has the function that conversion power transmits route (and direction).That is, power splitting mechanism P can send the propulsive effort of driving engine E/G and the propulsive effort of electrical motor M to retarder D.Therefore, the propulsive effort of two propulsions source is sent to two front-wheels to drive two front-wheels via retarder D and front-wheel power drive system (not shown).
Power splitting mechanism P also can pass to the propulsive effort of driving engine E/G driving engine G, thereby drives driving engine G.In addition, in brake pedal BP operating period, power splitting mechanism P can be delivered to electrical motor M from retarder D (that is, as two front-wheels of drive wheel) with power, so that electrical motor M is actuated to produce regenerative brake power as electrical generator.
Current transformer I is connected on electrical motor M, electrical generator G and the battery B.Current transformer I will be converted to the alternating current (alternating current) that is used for driving motor M for the direct current (DC) (high-voltage direct-current electric current) from battery B, so that provide the alternating current of being changed to electrical motor M, thus driving motor M.Current transformer I also will be converted to the alternating current that is used for driving motor M by the alternating current that electrical generator G produces and supply with electrical motor M with the alternating current that will be changed.Thereby electrical motor M is also driven.
Current transformer I also will be converted to direct current (DC) by the alternating current that driving engine G produces so that it is supplied with battery B.When the charge condition of battery B (below be called " SOC ") when descending, battery B thereby can be recharged.
In addition, current transformer I will be converted to direct current (DC) to supply with battery B by the alternating current (producing regenerative brake power) as the driven electrical motor M generation of electrical generator in brake pedal BP operating process.The kinetic energy of vehicle can thereby convert electric energy to be recovered into (charge in) battery B.In this case, along with the increase of electrical motor (that is, regenerative brake power) generating resistance, the electric energy that charges among the battery B increases.
Shown in the scheme drawing of Fig. 2, VB fluid pressure generation device 30 comprise corresponding to brake pedal BP operation and the vacuum booster VB of operation and with this vacuum booster VB bonded assembly main brake cylinder MC.Vacuum booster VB utilizes the air pressure (negative pressure) in the driving engine E/G suction pipe to pass to main brake cylinder MC with the operating effort that predetermined extent strengthens brake pedal BP with the operating effort that will be strengthened.
Main brake cylinder MC comprises two delivery port pipelines, and described mouth pipeline is made up of first outlet and second outlet, and described first outlet belongs to the pipeline that relates to two front-wheel FR and FL, and described second outlet belongs to the pipeline that relates to two trailing wheel RR and RL.Main brake cylinder from the VB fluid pressure Pm (main fluid pressure) of the first outlet generation corresponding to the operating effort that is strengthened, produces the 2nd much the same VB fluid pressure Pm (main fluid pressure) of pressure of a pressure and a VB fluid pressure Pm by accepting brake fluid from holder RS simultaneously from second outlet.
The structure of main brake cylinder MC and vacuum booster VB and be operating as knownly, so it detailed is described in this omission.So main brake cylinder MC and vacuum booster VB produce the first and second VB fluid pressures (main fluid pressure) corresponding to the operating effort of brake pedal BP respectively.VB fluid pressure generation device 30 is equal to the main fluid Pressure generator.
Shown in the scheme drawing of Fig. 2, fluid pressure brake-power control unit 40 comprises FR brake fluid pressure regulon 41, FL brake fluid pressure regulon 42, RR brake fluid pressure regulon 43, RL brake fluid pressure regulon 44, is used to regulate the pressure that feeds to the brake fluid that is separately positioned on brake wheel cylinder Wfr, Wfl, Wrr and Wrl on wheel FR, FL, RR and the RL; And backflow brake fluid feed unit 45.
Between first outlet of main brake cylinder MC and FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portions, be provided with the electromagnetic valve of bursting at the seams property often PC1 as pressure regulation device.Similarly, between second outlet of main brake cylinder MC and RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 upstream portions, be provided with the electromagnetic valve of bursting at the seams property often PC2 as pressure-regulating device.Often bursting at the seams property electromagnetic valve PC1 and PC2 will elaborate.
FR brake fluid pressure regulon 41 is made up of auxiliary valve PUfr and reducing valve PDfr, and described auxiliary valve PUfr is a 2/2-way selective type normally open solenoid valve, and described reducing valve PDfr is a 2/2-way selective type normally closed solenoid valve.Described auxiliary valve PUfr connection/disconnection between the upstream portion of FR brake fluid pressure regulon 41 and brake wheel cylinder Wfr.Described reducing valve PDfr connection/disconnection between brake wheel cylinder Wfr and holder RS1.As a result, by control reducing valve PDfr and auxiliary valve PUfr, the brake fluid pressure among the brake wheel cylinder Wfr (brake wheel cylinder fluid pressure Pwfr) can increase, keeps or reduce.
In addition, boiler check valve CV1 is connected in auxiliary valve Pufr in the mode in parallel with it, is used to allow brake fluid just along flowing to a direction of FR brake fluid pressure regulon 41 upstreams from brake wheel cylinder Wfr.Thereby when operated brake pedal BP discharged, brake wheel cylinder fluid pressure Pwfr reduced rapidly.
Similarly, FL brake fluid pressure regulon 42, RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 are made up of auxiliary valve Pufl and reducing valve PDflr, auxiliary valve Purr and reducing valve PDrr and auxiliary valve Purl and reducing valve PDrl respectively.By controlling these auxiliary valves and reducing valve, the brake fluid pressure among brake wheel cylinder Wfl, Wrr and the Wrl (brake wheel cylinder fluid pressure Pwfl, Pwrr and Pwrl) can increase respectively, keeps or reduce.Equally, identical with boiler check valve CV1 function boiler check valve CV2, CV3 and CV4 are connected in auxiliary valve Puff, Purr and Purl in parallel with it respectively.
Backflow brake fluid feed unit 45 comprise DC motor MT and drive simultaneously by this DC motor, as two fluid pressure pump (gear type pump) HP1 and the HP2 of pressurizer.The brake fluid that fluid pressure pump HP1 makes progress that pumping is contained in the holder RS1 and returned by reducing valve PDfr and PDfl is to be conducted to the upstream portion of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 with it via boiler check valve CV8.
Similarly, the brake fluid that fluid pressure pump HP2 makes progress that pumping is contained in the holder RS2 and returned by reducing valve PDrr and PDrl is to be conducted to the upstream portion of RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 with it via boiler check valve CV11.For the fluctuation of the delivery pressure that reduces fluid pressure pump HP1 and HP2, respectively along boiler check valve CV8 and often between the bursting at the seams property electromagnetic valve PC1 and boiler check valve CV11 and often the fluid pressure loop between the bursting at the seams property electromagnetic valve PC2 be provided with bumper DM1 and DM2.
Bursting at the seams property electromagnetic valve PC1 (pressure-regulating device) often will be described then.To the normal valve body of bursting at the seams property electromagnetic valve PC1, except being applied with the opening direction power that coil spring (not shown) thrust causes usually, also be applied with opening direction power that causes by difference of pressure and the closing direction power that causes by suction, described difference of pressure deducts a VB fluid pressure Pm (supercharging amount of main fluid pressure by the pressure from FR brake fluid pressure regulon 41 and FL brake fluid pressure unit regulon 42 upstream portions, below be called linear valve difference of pressure Δ P1) obtain, described suction and the proportional increase of electric current (that is instruction current Id) that puts among normal the bursting at the seams property electromagnetic valve PC1.
Therefore, as shown in Figure 3, the command pressure difference Δ Pd that is equivalent to above-mentioned suction is determined so that the proportional increase of and instruction electric current I d.10 indications of accompanying drawing sign are equivalent to the current value of coil spring thrust.When command pressure difference Δ Pd (particularly, during front-wheel command pressure difference Δ Pdf) greater than linear valve difference of pressure Δ P1, often bursting at the seams property electromagnetic valve PC1 closes with the disconnection that is connected between first opening of main brake cylinder MC and FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portions.
On the other hand, as front-wheel command pressure difference Δ Pdf during less than linear valve difference of pressure Δ P1, often bursting at the seams property electromagnetic valve PC1 opens to connect first opening and FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portions of main brake cylinder MC.The result, the brake fluid of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portions (for from fluid force lift HP1) makes linear valve difference of pressure Δ P1 be conditioned with consistent with front-wheel command pressure difference Δ Pdf via first outlet that normal bursting at the seams property electromagnetic valve PC1 flows to main brake cylinder MC.The brake fluid that flows to main brake cylinder MC first outlet is got back to holder RS.
In other words, as DC motor MT (that is, fluid pressure pump HP1 and HP2) when being driven, according to the normal instruction current Id (Idf) of bursting at the seams property electromagnetic valve PC1, linear valve difference of pressure Δ P1 (its maximum permissible value) is controlled.At this moment, the pressure of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portion becomes the value of calculating by a linear valve difference of pressure Δ P1 and a VB fluid pressure Pm addition (Pm+ Δ P1) (can be described as control fluid pressure P 1).
On the other hand, when normal bursting at the seams property electromagnetic valve PC1 unmagnetized (that is, instruction current Idf is set to " 0 "), often bursting at the seams property electromagnetic valve PC1 is held open by the thrust of coil spring.At this moment, linear valve difference of pressure Δ P1 is " 0 ", so the pressure of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portion offices (that is control fluid pressure P 1) equals a VB fluid pressure Pm.
Often bursting at the seams property electromagnetic valve PC2 in structure and operating aspect with often bursting at the seams property electromagnetic valve PC1 is identical.Therefore, be called linear valve difference of pressure Δ P2 if deduct the difference of pressure (the supercharging amount of main fluid pressure) that the 2nd VB fluid pressure Pm obtains by pressure from RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 upstream portion, then work as DC motor MT (promptly, fluid pressure pump HP1 and HP2) when being driven, the pressure of RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 upstream portion depends on the instruction current Id (Idr) of bursting at the seams property electromagnetic valve PC2 often, so that become (particularly by command pressure difference Δ Pd, trailing wheel command pressure difference Δ Pdr, that is the value of calculating with the 2nd VB fluid pressure Pm addition (Pm+ Δ P2) (can be called and control fluid pressure P 2) linear valve difference of pressure Δ P2).On the other hand, when normal bursting at the seams property electromagnetic valve PC2 unmagnetized, the pressure of RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 upstream portion (that is control fluid pressure P 2) equals the 2nd VB fluid pressure Pm.
In addition, boiler check valve CV5 is connected in bursting at the seams property electromagnetic valve PC1 often with it in parallel, is used to allow brake fluid only to flow to a direction of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portion along first outlet from main brake cylinder MC.Therefore, even when linear valve difference of pressure Δ P1 when often the instruction current Idf of bursting at the seams property electromagnetic valve PC1 controls, when making a VB fluid pressure Pm by operation brake pedal BP greater than the pressure of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 upstream portion, brake fluid pressure (that is a VB fluid pressure Pm) corresponding to the operating effort of brake pedal BP self is supplied to brake wheel cylinder Wfr and Wfl.Equally, the boiler check valve CV6 that has an identical function with boiler check valve CV5 is connected in bursting at the seams property electromagnetic valve PC2 often with it in parallel.
As above-mentioned, fluid pressure brake-power control unit 40 is formed by so-called front/rear pipe configuration, and described front/rear pipeline is made up of pipeline that is used for two front-wheel FR and FL and the pipeline that is used for two trailing wheel RR and RL.In fluid pressure brake-power control unit 40, when all electromagnetic valves are in the unmagnetized state, supply with brake wheel cylinder W corresponding to the brake fluid pressure (that is, the first and second VB fluid pressure Pm, main fluid pressure) of the operating effort of brake pedal BP *
The appended symbol of each end-of-variable " *" be that a kind of for example " fl " " the general symbol that refers to symbols such as " fr " is used for indieating variable and belongs to arbitrary wheel.For example, brake wheel cylinder W *Refer to the near front wheel brake cylinder Wfl, off front wheel brake cylinder Wfr, left rear wheel brake cylinder Wrl and off hind wheel brake cylinder Wrr widely.
On the other hand, under this state, when DC motor MT (promptly, fluid pressure pump HP1 and HP2) be driven and when often bursting at the seams property electromagnetic valve PC1 encourages with instruction current Idf, fluid pressure brake-power control unit 40 applies a brake fluid pressure (control fluid pressure P 1), the front-wheel command pressure difference Δ Pdf (=Δ P1) that this brake fluid pressure is determined corresponding to instruction current Idf greatly than a described VB fluid pressure Pm to brake wheel cylinder Wfr and Wfl.Similarly, fluid pressure brake-power control unit 40 applies a brake fluid pressure (control fluid pressure P 2), the trailing wheel command pressure difference Δ Pdr (=Δ P2) that this brake fluid pressure is determined corresponding to instruction current Idr greatly than described the 2nd VB fluid pressure Pm to brake wheel cylinder Wrr and Wrl.
In addition, fluid pressure brake-power control unit 40 can be by control auxiliary valve PU *With reducing valve PD *Adjust brake wheel cylinder fluid pressure Pw individually *That is, the braking force that is applied on the wheel can be regulated individually at each wheel in fluid pressure brake-power control unit 40, and operates regardless of the brake pedal BP of chaufeur.
Therefore, by instruction from control of braking ECU50, except the front/rear brakig force distribution control of explanation subsequently, known anti-skidding control, vehicle stabilization control (particularly, understeering suppresses control and oversteer inhibition control) and spaces of vehicles control can also be realized in fluid pressure brake-power control unit 40.
Again with reference to figure 1, battery ECU in control of braking ECU50, HV control ECU60, the engine control ECU70 and the battery B that packs into is a microcomputer, the program that respectively comprises CPU, carries out by CPU, chart (question blank and figure), in advance store constant ROM, by CPU temporarily store thereon when needed data RAM, be used for when electric power starting storage data and even keep the backup RAM of institute's deposit data and the interface that comprises AD converter during at power-off.HV control ECU60 is connected in control of braking ECU50, engine control ECU70 and battery ECU so that can cancel communication.
Control of braking ECU50 is connected in wheel speed sensors 81 *, VB fluid pressure sensor 82 (see figure 2)s, brake pedal depression force gauge 83, and brake wheel cylinder fluid pressure sensor 84-1 and 84-2 (see figure 2).
Wheel speed sensors 81fr, 81fl, 81rr and 81rl are that sensor (electromagneticpick-up sensor) is picked up in the electromagnetism inspection, export the frequency signal corresponding to the wheel speed of wheel FR, FL, RR and RL respectively.VB fluid pressure sensor 82 detects the signal of the 2nd VB fluid pressure with output expression the 2nd VB fluid pressure Pm.Brake pedal depression force gauge 83 detects the signal of the brake pedal depression power of chaufeur with output expression brake pedal depression power Fp.Brake wheel cylinder fluid pressure sensor 84-1 and 84-2 detection control fluid pressure P 1 and P2 represent the signal of control fluid pressure P 1 and P2 respectively with output.
Control of braking ECU50 accepts from the signal of sensor 81 to 84 and drive signal is flowed to the electromagnetic valve and the electrical motor MT of fluid pressure brake-power control unit 40.Control of braking ECU50, as will after this explanation, the signal conveys of expression request regenerative brake power Fregt is controlled ECU60 to HV, and described request regenerative brake power is the front-wheel regenerative brake power that will export under current operation status in brake pedal BP operating process.
HV control ECU60 is connected to accelerator travel sensor 85 and gear position sensor 86.Accelerator travel sensor 85 detects the signal Accp that is shown the acceleration pedal operational stroke by the operational stroke of the acceleration pedal (not shown) of driver's operation with output.Gear position sensor 86 detects the signal of the gear of shifter bar with output demonstration gear.
HV control ECU60 from sensor 85 and 86 received signals with based on requested torque value and the request output valve of these calculated signals corresponding to the driving engine E/G of riving condition.HV control ECU60 is fed to engine control ECU70 with the request output valve of driving engine E/G.Therefore, engine control ECU70 is based on the valve travel of the request output valve control throttle (not shown) of the E/G of driving engine.As a result, the propulsive effort of driving engine E/G is controlled.
HV control ECU60 also will be used to control the signal conveys of the alternating electromotive force of supplying with electrical motor M to current transformer I based on the requested torque value of driving engine E/G.The propulsive effort of driving engine M thereby controlled.
HV control ECU60 also receives the signal of expression SOC (charge condition) from battery ECU, and the alternating electromotive force of being produced for current transformer I by electrical generator G with control a signal conveys when SOC reduces.The alternating electromotive force that produces by electrical generator G thereby convert direct current (DC) to charge among the battery B.
In addition, in the operating process of brake pedal BP, ECU60 is according to the value of SOC with based on wheel speed sensors 81 in HV control *The speed of a motor vehicle (following estimation vehicle velocity V so) of output calculate peaked, the maximum regenerative brake power Fregmax that allows as the current front-wheel regenerative brake power that allows.HV control ECU60 allows regenerative brake power Fregmax and calculates front-wheel regenerative brake power, the actual maximum regeneration braking force Fregact that produces as actual from the request regenerative brake power Fregt that control of braking ECU50 imports based on maximum.
Then, HV control ECU60 will represent that the signal conveys of actual reproduction braking force Fregact gives control of braking ECU50, and also will supply with the signal conveys of alternating electromotive force of electrical motor M to current transformer I based on actual reproduction braking force Fregact control.Therefore, the regenerative brake power Freg that is produced by electrical motor M is controlled to consistent with actual maximum regeneration braking force Fregact.In this kind mode, the device that is used to control regenerative brake power is equal to the regenerative brake force control device.
(summary of regenerative cooperative control)
Next, will the summary of the regenerative cooperative control of carrying out according to the Vehicular brake device 10 of first embodiment of the invention be described.In car, the total braking force (put on the braking force of front-wheel and put on the braking force sum of trailing wheel) that puts on vehicle has target property usually with respect to the characteristic of brake pedal depression power Fp.
The solid line A of Fig. 4 shows the target property of the total braking force of vehicle shown in Figure 1 with respect to brake pedal depression power Fp.On the other hand, the dotted line B demonstration of Fig. 4 is exported the characteristic of the fluid pressure braking force (the main fluid press-brake power that is called " VB fluid pressure part Fvb ") of (particularly, the first and second VB fluid pressure Pm) with respect to brake pedal depression power Fp based on the VB fluid pressure of the main brake cylinder MC of described device.
From finding out between solid line A and the dotted line B apparent in viewly, in described device, the assist characteristic of vacuum booster VB is established the VB fluid pressure part Fvb that makes with respect to brake pedal depression power Fp and is had the numerical value of having a mind to be lower than expected value with scheduled volume.
So, in described device, by compensate VB fluid pressure part Fvb in shortage in expected value with compensation braking force Fcomp, total braking force (Fvb+Fcomp) with respect to the characteristic of brake pedal depression power Fp be consistent with the target property shown in the solid line A of Fig. 4, described total braking force (Fvb+Fcomp) is VB fluid pressure part Fvb and compensation braking force Fcomp sum.
Compensation braking force Fcomp is front-wheel regenerative brake power Freg and linear valve difference of pressure part Fval (charging fluid press-brake power) sum.Linear valve difference of pressure part Fval takes turns the fluid pressure braking force recruitment sum of linear valve difference of pressure Δ P1 and Δ P2 in this expression corresponding to each.Particularly, linear valve difference of pressure part Fval is the fluid pressure braking force recruitment sum of wheel FR and FL and the total value of the fluid pressure braking force recruitment sum of wheel RR and RL, the recruitment of the fluid pressure braking force of described FR of wheel and FL is that the brake wheel cylinder fluid pressure Pwfr that caused by the linear valve difference of pressure Δ P1 with a VB fluid pressure Pm and the increase of Pwfl cause, causes and the recruitment of the fluid pressure braking force of described RR of wheel and RL is the brake wheel cylinder fluid pressure Pwrr that caused by the linear valve difference of pressure Δ P2 with the 2nd VB fluid pressure Pm and the increase of Pwrl.
In addition, the distribution of regenerative brake power Freg in compensation braking force Fcomp so determined so that increase as far as possible.Particularly, at first, based on brake pedal depression power Fp, described device obtains to make total braking force (Fvb+Fcomp) and the consistent required compensation braking force Fcomp of expected value (with respect to the value on the brake pedal depression power Fp solid line A).For example, as shown in Figure 4, when brake pedal depression power Fp is value Fp0, the compensation braking force Fcomp value of being set at Fcomp1.Above-mentioned request regenerative brake power Fregt is set at this value usually.
When request regenerative brake power Fregt allowed regenerative brake power Fregmax less than maximum, described device determined that actual maximum regeneration braking force Fregact has identical value with request regenerative brake power Fregt.On the other hand, when request regenerative brake power Fregt allowed regenerative brake power Fregmax greater than maximum, described device determined that actual maximum regeneration braking force Fregact is identical with the maximum regenerative brake power Fregmax that allows.Therefore, regenerative brake power Freg is set at big as much as possible, as long as it is no more than the maximum regenerative brake power Fregmax that allows, makes that at brake pedal BP on period the electric energy that is produced by electrical motor M is recovered among the battery B reliably.
So, described device control is because linear valve difference of pressure Δ P1 and the Δ P2 that linear valve PC1 and PC2 cause, make that deducting the value that actual maximum regeneration braking force Fregact (that is request regenerative brake power Fregt) obtains from compensation braking force Fcomp conforms to linear valve difference of pressure part Fval.In this case, linear valve difference of pressure Δ P1 and Δ P2 are controlled so as to equal (that is Δ Pdf=Δ Pdr=Δ P1=Δ P2) usually.
If request regenerative brake power Fregt result surpasses the above-mentioned maximum regenerative brake power Fregmax that allows, two linear valve difference of pressure Δ P1 and Δ P2 all are controlled as " 0 " so.Therefore, linear valve difference of pressure part Fval becomes " 0 ", and therefore compensating braking force Fcomp only comprises regenerative brake power Freg.
The maximum regenerative brake power Fregmax that allows will add at this.Along with SOC reduces, the maximum regenerative brake power Fregmax that allows is set at bigger value.This is that the charging limit of battery B increases because along with the reducing of SOC.Because as the characteristic of the electrical motor M of autosynchronous motor, along with reducing of the rotating speed (that is, the speed of a motor vehicle) of electrical motor M, the maximum regenerative brake power Fregmax that allows is set at bigger.
In addition, when the rotating speed (that is, the speed of a motor vehicle) of electrical motor M is very little, be difficult to accuracy control regenerative brake power Freg.On the other hand, even linear valve difference of pressure part Fval also can accuracy control when the speed of a motor vehicle is very little, therefore when the speed of a motor vehicle during less than the low-down speed of being scheduled to, the speed of a motor vehicle before for example being about to stop, preferably, along with reducing of the speed of a motor vehicle, regenerative brake power Freg little by little reduces and the distribution of linear valve difference of pressure part Fval is increased.Therefore, in this device, when the speed of a motor vehicle is reduced to less than predetermined very low speed, maximum allow regenerative brake power Fregmax at this moment along with the speed of a motor vehicle reduce reduce gradually from actual reproduction braking force Fregact.
In this way, although the ratio between regenerative brake power Freg and the maximum permission regenerative brake power Fregmax allows the ratio of regenerative brake power Fregmax corresponding to request regenerative brake power Fregt for maximum and changes, regenerative brake power Freg and linear valve difference of pressure part Fval sum (that is compensation braking force Fcomp) are controlled as with asking regenerative brake power Fregt and are consistent.As a result, total braking force (=Fvb+Fcomp) characteristic with respect to brake pedal depression power Fp is consistent with the target property shown in Fig. 4 solid line A.
In this way, the braking force (front wheel brake power) that puts on front-wheel is by such fluid pressure brake-power control, this fluid pressure braking force by the VB fluid pressure part Fvb that distributes to front-wheel (below be called front-wheel VB fluid pressure part Fvbf), distribute to front-wheel linear valve difference of pressure part Fval (promptly, the fluid pressure braking force recruitment that linear valve difference of pressure Δ P1 causes, front-wheel charging fluid press-brake power) and regenerative brake power Freg composition.The braking force (rear-wheel braking force) that puts on trailing wheel is only by such fluid pressure brake-power control, described fluid pressure braking force by the VB fluid pressure part Fvb that distributes to trailing wheel (below be called trailing wheel VB fluid pressure part Fvbr) and the linear valve difference of pressure part Fval that distributes to trailing wheel (promptly, the fluid pressure braking force recruitment that linear valve difference of pressure Δ P2 causes, trailing wheel charging fluid press-brake power) form.
Adjust the setting device that compensates braking force Fcomp (particularly, regenerative brake power Freg and linear valve difference of pressure part Fval) according to brake pedal depression power Fp by this way and be equal to regeneration and cooperation braking force control system.
(summary of front/rear brakig force distribution control)
During driver's operation brake pedal BP, if trailing wheel prior to front-wheel by locked, vehicle ' is generally tended to instability.Therefore, it is locked to prevent that trailing wheel from taking place before front-wheel that described device is carried out front/rear brakig force distribution control (below be called EBD control).
Particularly, during operation brake pedal BP, surpass predetermined definite reference value Δ Vwref1 if deduct the numerical value (below be called front/rear wheel speed difference Δ VW) of aviation value Vwrave (following) gained of trailing wheel wheel speed from the aviation value Vwfave (following) of front-wheel wheel speed, it is locked prior to front-wheel that described device determines that trailing wheel tends to.
So, determining trailing wheel when described device tends to when locked prior to front-wheel, maintain closure state (foment) and reducing valve PDrr and PDrl are maintained closed condition (nonexcited state) by the auxiliary valve Purr and the Purl that will belong to two trailing wheels, rear wheel brake cylinder fluid pressure Pwrr and Pwrl are maintained.
Fig. 5 A is a time diagram, show at vehicle with a certain speed run duration, when the brake pedal depression power Fp of chaufeur increases and EBD when being controlled at that the time, t1 began the example that the aviation value Vwfave of front-wheel wheel speed, trailing wheel wheel speed aviation value Vwrave, front wheel brake power and rear-wheel braking force change gradually from value " 0 " at time t0.
The situation that Fig. 5 B shows is that compensation braking force Fcomp only comprises front-wheel regenerative brake power Freg, promptly asks regenerative brake power Fregt not surpass the maximum regenerative brake power Fregmax that allows.The long and two-short dash line of Fig. 5 B shows the maximum regenerative brake power Fregmax that allows.Brake pedal depression power Fp reaches value Fp1 shown in Figure 4 at time t4.
Shown in Fig. 5 A, brake pedal depression power Fp increases from " 0 " makes front wheel brake power (that is, front-wheel VB fluid pressure part Fvbf and regenerative brake power Freg) increase (see figure 4) as Fig. 5 time t0 that B is shown in from " 0 ".Similarly, shown in Fig. 5 C, rear-wheel braking force (that is trailing wheel VB fluid pressure part Fvbr) also increases (see figure 4) at time t0 from " 0 ".
Therefore, the deceleration of vehicle little by little increases after time t0.After this, the load that puts on trailing wheel little by little reduces, and makes front/rear wheel speed difference Δ VW increase.Then, at time t1, front/rear wheel difference Δ VW exceeds definite reference value Δ Vwref1.
As a result, described device begins to carry out front/rear brakig force distribution control so that auxiliary valve Purr and Purl are maintained closed condition (thereby rear wheel brake cylinder fluid pressure Pwrr and Pwrl are maintained).Shown in Fig. 5 C, after time t1, rear-wheel braking force thereby maintain the numerical value of front/rear brakig force distribution control in the time opening (time t1).
Therefore, behind time t1, the increase of rear-wheel braking force be prevented from prevent trailing wheel prior to front-wheel by locked.In this way, when trailing wheel be determined trend prior to front-wheel when locked, the device that auxiliary valve Purr and Purl is maintained closed condition is equal to front/rear brakig force distribution control setup.In this case, front wheel brake power (that is, front-wheel VB fluid pressure part Fvbf and regenerative brake power Freg) is also depressed the increase of power according to relation shown in Figure 4 along with brake pedal BP and is increased behind time t1.
(carrying out the processing of front/rear brakig force distribution control period when brake pedal is depressed extraly)
As mentioned above, carrying out front/rear brakig force distribution control period, the numerical value of the front/rear brakig force distribution control when described device maintains the time opening with rear-wheel braking force.Therefore, shown in Fig. 5 A to 5C, behind time t1, even when operation brake pedal BP with the braking force that requires to obtain the pairing braking force of pedal operation greater than in front/rear brakig force distribution control beginning the time (, additionally depress) when (seeing Fig. 5 A), the numerical value (seeing Fig. 5 C) of (time t1) when rear-wheel braking force also maintains front/rear brakig force distribution control beginning.
On the other hand, when being controlled at, front/rear brakig force distribution do not give under the situation shown in Fig. 5 A to 5C when carrying out, rear-wheel braking force (that is, trailing wheel VB fluid pressure part Fvbr) also increases according to relation shown in Figure 4 along with the increase of brake pedal depression power Fp behind t1, shown in the dotted line of Fig. 5 C.That is, in this case, additionally depressing back (behind the t1), comparing with the situation of not carrying out front/rear brakig force distribution control, rear-wheel braking force presents deficiency with the rear-wheel braking force wantage Δ Fr shown in Fig. 5 C.
Therefore, compare, additionally depressing back (behind the t1) total braking force (front wheel brake power and rear-wheel braking force sum) because rear-wheel braking force wantage Δ Fr also is not enough with the situation of not carrying out front/rear brakig force distribution control.This means that it is not enough with respect to the braking force pedal with respect to the target property shown in Fig. 4 A solid line A that total braking force is depressed the characteristic of power Fp, so that do not keep optimum braking force with respect to brake pedal depression power Fp.From the above, if distribute control period to depress brake pedal extraly carrying out front/rear braking, preferably, the wantage (that is total braking force) of rear-wheel braking force is compensated.
So, when when the front/rear brakig force distribution control period of execution is depressed brake pedal extraly, except front-wheel VB fluid pressure part Fvbf and compensation braking force Fcomp, described device also produces the extra braking force Fadd onesize with rear-wheel braking force wantage Δ Fr.
Produce extra braking force Fadd by increasing regenerative brake power Freg and/or linear valve difference of pressure Δ P1 (that is, put on the front-wheel charging fluid press-brake power).In addition, regenerative brake power Freg is preferentially as extra braking force Fadd.
More specifically, for example, as the time t1 to t2 shown in Fig. 5 A to 5C, when extra braking force Fadd surpasses surplus that regenerative brake power Freg allows regenerative brake power Fregmax with respect to maximum (promptly, regenerative brake power surplus) time, described device comes to increase front wheel brake power with the size of extra braking force Fadd by increase regenerative brake power Freg with extra braking force Fadd.
In this case, extra braking force Fadd is only produced by the increase of regenerative brake power Freg.For example, at the time of Fig. 5 A to 5C t2, the numerical value that regenerative brake power Freg determines from relation shown in Figure 4 increases with numerical value F1.As a result, regenerative brake power Freg is consistent with the maximum regenerative brake power Fregmax that allows.
As shown in Fig. 5 A to 5C from time t2 to time t4, when regenerative brake power surplus surpassed regenerative brake power surplus greater than " 0 " and extra braking force Fadd, shown device was by increasing to regenerative brake power Freg the maximum regenerative brake power Fregmax of permission and increasing linear valve difference of pressure Δ P1 with respect to the amount of the wantage of extra braking force Fadd and come to increase front wheel brake power with extra braking force Fadd to equal regenerative brake power surplus.
In this case, extra braking force Fadd is produced by the increase of regenerative brake power Freg and the increase of linear valve difference of pressure Δ P1.For example, at the time t3 shown in Fig. 5 A to 5C, the numerical value that regenerative brake power Freg determines from relation shown in Figure 4 increases with numerical value F2b, and linear valve difference of pressure Δ P1 increases with the amount that equals numerical value F2a from " 0 ".The pass is F2a+F2b=F2.
In addition, after the time t4 of Fig. 5 A to 5C, when regenerative brake power surplus was " 0 ", described device was by increasing linear valve difference of pressure Δ P1 and increase front wheel brake power with extra braking force Fadd with the numerical value that equals extra braking force Fadd.
In this case, extra braking force Fadd is only produced by the increase of linear valve difference of pressure Δ P1.For example, at the time of Fig. 5 A to 5C t4, linear valve difference of pressure Δ P1 increases from " 0 " amount with the value of equaling F3.
In this way, described assembly first ground use regenerative brake power Freg is as extra braking force Fadd.As a result, when when front/rear wheel brakig force distribution control period is depressed brake pedal extraly, the electric energy that is produced by electrical motor M can be recovered among the battery B the biglyyest.
As mentioned above, even when when front/rear brakig force distribution control period is depressed brake pedal extraly, (that is, total braking force) wantage is compensated rear-wheel braking force, makes total braking force be consistent with the target property shown in Fig. 4 solid line A with respect to the characteristic of brake pedal depression power Fp.As mentioned above, be used to produce the device of extra braking force Fadd corresponding to extra braking force generation device.
(practical operation)
Then, with Fig. 6 to Fig. 8 and Fig. 9 illustrate according to practical operation first embodiment of the invention and Vehicular brake device 10 that constructed as mentioned above with reference to the accompanying drawings, Fig. 6 to Fig. 8 shows by the performed program of control of braking ECU50 (CPU) with diagram of circuit, and Fig. 9 shows the program of being carried out by HV control ECU60 with diagram of circuit.
The whenever predetermined time in the past of control of braking ECU50 (execution time interval of delta t, for example, 6 milliseconds) repeats EBD control beginning shown in Figure 6, finish and confirm and program that EBD control is carried out.Thereby with predetermined timing, control of braking ECU50 begins to start from the processing operation of step 600, and in step 605, calculates wheel *Current wheel speed Vw *(wheel *Peripheral speed).Particularly, control of braking ECU50 is based on speed sensor 81 *The variable frequency of output calculate wheel speed Vw *
Then, control of braking ECU50 proceeds to step 610, with the wheel speed Vw that will be obtained *Maxim be set at estimation vehicle velocity V so.Next, control of braking ECU50 proceeds to step 615, with aviation value Vwfave that obtains the front-wheel wheel speed and the aviation value Vwrave that obtains the trailing wheel wheel speed in following step 620.
Whether then, control of braking ECU50 proceeds to step 625, be " 0 " with the value of determining EBD control execute flag EBD.Value " 1 " the expression EBD control of EBD control execute flag EBD is in running state and is worth " 0 " and represents that it is not in running state.
Be not in running state and EBD control beginning condition (following) when not establishing when EBD control is current, control of braking ECU50 determines that in step 625 "Yes" determines that to proceed to step 630 EBD controls the beginning condition and whether establishes.When the brake pedal depression power Fp that obtains from brake pedal depression force gauge 83 greater than " 0 " and front/rear wheel speed difference Δ VW (=Vwfave-Vwrave) surpass when determining reference value Δ Vwref1, EBD control beginning condition is established.
When current establishment of EBD control beginning condition, control of braking ECU50 determines that in step 630 "No" is so that be directly to step 695 once to finish this program.After this, the processing of control of braking ECU50 repeating step 605 to 630 operation is established up to EBD control beginning condition.Therefore, the value of EBD control execute flag EBD is maintained " 0 ".
The whenever predetermined time in the past of control of braking ECU50 (execution time interval of delta t, for example, 6 milliseconds) also repeats the program of the extra braking force of calculating shown in Figure 7.Therefore, with predetermined timing, control of braking ECU50 begins to start from the processing operation of step 700, and determines in step 705 whether the value of EBD control execute flag is " 1 ", that is, whether EBD control is in running state.
When the current running state that is not in of EBD control, control of braking ECU50 determines "No" in step 705, thereby proceed to step 740 extra braking force Fadd is set at " 0 ".Then, program proceeds to step 795 and once finishes this program.When EBD control was not in running state like this, extra braking force Fadd was set at " 0 ".
The whenever predetermined time in the past of control of braking ECU50 (execution time interval of delta t, for example, 6 milliseconds) also repeats the program of control fluid press-brake power shown in Figure 8.Therefore, with predetermined timing, control of braking ECU50 begins to start from step 800 and handles operation, and whether the current brake pedal depression power Fp that determines to obtain from brake pedal depression force gauge 83 in step 805 is greater than " 0 ", that is, whether brake pedal BP is depressed.
Be depressed and during EBD control off-duty when brake pedal BP is current, control of braking ECU50 determines "Yes" in step 805, so that proceed to step 810 with based on the brake pedal depression power Fp that is obtained with to be used for Fp be that independent variable (for obtaining the request regenerative brakingforce Fregt with an argument of Fp) obtains to ask the table MapFregt (Fp) of regenerative brake power Fregt to determine request regenerative brake power Fregt (that is compensation braking force Fcomp).Thereby corresponding to brake pedal depression power Fp, request regenerative brake power Fregt is defined as and compensates braking force Fcomp and have identical value.
Then, control of braking ECU50 proceed to step 815 with determine in the program of Fig. 7, to calculate extra braking force Fadd whether greater than " 0 ".When EBD controls current off-duty, extra braking force Fadd such as above-mentioned being set at " 0 ", so control of braking ECU50 is defined as "No" to proceed to step 820 in step 815.
When control of braking ECU50 proceeds to step 820, it will flow to HV control ECU60 by the CAN communication in the value of the definite request regenerative brake power Freg of last step 810 (perhaps in following step 855).Then, in step 825, control of braking ECU50 is received in the new value of the actual reproduction braking force Fregact that calculates in the program (following) by the CAN communication.
Subsequently, control of braking ECU50 proceeds to step 830, so that obtain regenerative brake power wantage Δ Freg by the actual reproduction braking force Fregact that deducts acceptance from the request regenerative brake power Fregt that determines in step 810 (or following step 855).
Then, control of braking ECU50 proceeds to step 835, with based on the regenerative brake power wantage Δ Freg that is obtained with to be used for Δ Freg be that the function f unc Δ pd (Δ Freg) that independent variable obtains command pressure difference Δ Pd obtains front-wheel command pressure difference Δ Pdf and trailing wheel command pressure difference Δ Pdr (Δ Pdf=Δ Pdr).Thereby front-wheel command pressure difference Δ Pdf and trailing wheel command pressure difference Δ Pdr are set to the numerical value that linear valve difference of pressure part Fval is equated with regenerative brake power wantage Δ Freg.
Whether then, control of braking ECU50 proceeds to step 840, be " 1 " with the value of determining EBD control execute flag EBD.When EBD controlled current off-duty, control of braking ECU50 determined that in step 840 "No" is to be directly to step 845.In step 845, control of braking ECU50 control DC motor MT and linear solenoid valve PC1 and PC2, make linear valve difference of pressure Δ P1 consistent with the front/rear wheel command pressure difference Δ Pdf and the Δ Pdr that are obtained respectively, and it proceed to step 895 once to finish this program then with Δ P2.As a result, linear valve difference of pressure Δ P1 is controlled to consistent with the front/rear wheel command pressure difference Δ Pdf and the Δ Pdr that are obtained respectively with Δ P2.
On the other hand, when brake pedal BP is current when not being depressed, control of braking ECU50 determines "No" in step 805, to proceed to step 850 front/rear wheel command pressure difference Δ Pdf and Δ Pdr is set at " 0 " so that carry out the operation at above-mentioned steps 845 places.When therefore linear valve difference of pressure Δ P1 and Δ P2 be set to " 0 ", linear valve difference of pressure part Fval became " 0 ".Therefore in this case, actual reproduction braking force Fregact also is set at " 0 " as described later, compensates that braking force Fcomp becomes " 0 " and total braking force becomes " 0 ".
On the other hand, the whenever predetermined time in the past of HV control ECU60 (execution time interval of delta t, for example, 6 milliseconds) repeats the program that regenerative brake power is controlled in shown in Figure 9 being used to.Therefore, with predetermined timing, HV control ECU60 begins to start from the processing operation of step 900, and carries out the operation same with above-mentioned steps 805 in step 905.
Be depressed and during EBD control off-duty, HV control ECU60 determines that in step 905 "Yes" is to proceed to step 910 when brake pedal BP is current.In step 910, HV control ECU60 accepts to pass through the value of the operation at above-mentioned steps 820 places by the request regenerative brake power Fregt of control of braking ECU50 input by the CAN communication.Then, HV control ECU60 proceeds to the SOC that step 915 obtains with estimation vehicle velocity V so of obtaining based on above-mentioned steps 610 places, from battery ECU and is used for Vso and SOC is that independent variable obtains the maximum table MapFregmax that allows regenerative brake power Fregmax, determines the maximum regenerative brake power Fregmax that allows.
Then, HV control ECU60 proceeds to step 920, whether allows regenerative brake power Fregmax greater than determined maximum with the request regenerative brake power Fregt that determines to be received.If be defined as "Yes", HV control ECU60 proceeds to step 925 and has identical value actual reproduction braking force Fregact is set at the maximum regenerative brake power Fregmax that allows.On the other hand, if be defined as "No", HV control ECU60 proceeds to step 930 and has identical value so that actual reproduction braking force Fregact is set at asking regenerative brake power Fregt.Therefore, actual maximum regeneration braking force Fregact is set to and has the value that allows regenerative brake power Fregmax less than maximum.
Then, HV control ECU60 proceeds to step 935, flows to control of braking ECU50 with the value of the actual reproduction braking force Fregact that will be obtained by the CAN communication.The value of the actual reproduction braking force Fregact that carries in this mode is accepted in above-mentioned steps 825 by control of braking ECU50.
Then, HV control ECU60 proceeds to step 940, is used for making regenerative brake power Freg consistent with actual maximum regeneration braking force Fregact via current transformer I control motor M.After this, it proceeds to step 995 once to finish this program.Thereby the regenerative brake power Freg that is caused by the generating resistance (generation resistance) as the electrical motor M of electrical generator is controlled as consistent with actual reproduction braking force Fregact.
On the other hand, when brake pedal BP is current when not depressing, HV control ECU60 determines "No" in step 905, to proceed to step 945 actual reproduction braking force Fregact is set at " 0 ", so that carry out the operation at above-mentioned steps 935 and 940 places.Because regenerative brake power Freg thus be set at " 0 " and linear valve difference of pressure part Fval also as above-mentioned becoming " 0 ", so total braking force becomes " 0 ".
Next, the situation that explanation EBD control beginning condition is established under this state.In this case, the control of braking ECU50 that repeats program shown in Figure 6 determines "Yes" in step 630, changes to " 1 " to proceed to the value that step 635 is used for EBD is controlled execute flag EBD from " 0 ".Next, control of braking ECU50 proceeds to step 640 and is used for trailing wheel auxiliary valve Purr and Purl are maintained closed condition, thereby beginning and keep EBD control.
Since the value of EBD control execute flag EBD after maintain " 1 ", whether control of braking ECU50 determines "No" in step 625, finish condition and establish to determine that EBD controls so that proceed to step 645.When brake pedal depression power Fp become " 0 " or front/rear wheel speed difference Δ VW (=when Vwfave-Vwrave) being reduced to less than definite reference value Δ Vwref2, EBD control is finished condition and is established, and described definite reference value Δ Vwref2 is less than definite reference value Δ Vwref1.
Because the current firm foundation of EBD control beginning condition, so also not establishment of condition is finished in EBD control.Thereby control of braking ECU50 determines "No" in step 645, so that be directly to step 695 once to finish this program.Thereafter, the processing of control of braking ECU50 repeating step 645 operation is to determine that "No" is till EBD control is finished condition and is established.When EBD control was carried out, therefore the value of EBD control execute flag EBD was maintained " 1 ".
And then the value of controlling execute flag EBD as EBD changes to " 1 " by " 0 " after the EBD control beginning in this way, and the control of braking ECU50 that repeats program shown in Figure 7 determines that in step 705 "Yes" is so that proceed to step 710.
In step 710, control of braking ECU50 determines whether the value of EBD control execute flag EBD just changes to " 1 " by " 0 ".When before EBD control execute flag EBD worthwhile, just having changed to " 1 " by " 0 ", control of braking ECU50 determines "Yes" in step 710, so that proceed to step 715 in order to obtain current (during EBD control beginning) rear-wheel braking force (trailing wheel fluid pressure braking force sum), to be stored as rear-wheel braking force retention value Frhold by multiply by pre-determined factor from the current control fluid pressure P 2 that brake wheel cylinder fluid pressure sensor 84-1 obtains.At the EBD control period, rear-wheel braking force remains in this value.
Subsequently, in step 720, control of braking ECU50 stores required current (during EBD control beginning) the trailing wheel command pressure difference Δ Pdr of above-mentioned steps 835 as trailing wheel command pressure difference retention value Δ Pdrhold.To illustrate that subsequently at the EBD control period, trailing wheel command pressure difference Δ Pdr remains in this trailing wheel command pressure difference retention value Δ Pdrhold.
Then, control of braking ECU50 proceeds to step 725, in order to obtain current rear-wheel braking force Fmow (can change all the time) by multiply by pre-determined factor h from the current control fluid pressure P 2 that brake wheel cylinder fluid pressure sensor 84-2 obtains.Then, in step 730, rear-wheel braking force wantage Δ Fr is set at from current rear-wheel braking force Fmow and deducts the resulting value of rear-wheel braking force retention value Frhold.
Then, in step 735, control of braking ECU50 is set at extra braking force Fadd the numerical value (being " 1 " according to present embodiment) that multiply by coefficient k institute gained by the rear-wheel braking force wantage Δ Fr that will as above determine.Thereafter, as long as EBD control continues (EBD=1), control of braking ECU50 is repeating step 705,710 and 725 to 735 processing operation then.Therefore, if depress brake pedal extraly at the EBD control period, rear-wheel braking force wantage Δ Fr increases and greater than " 0 ", therefore extra braking force Fadd becomes greater than " 0 ".
When extra braking force Fadd becomes greater than " 0 " by depressing brake pedal extraly at the EBD control period by this way, the control of braking ECU50 that repeats program shown in Figure 8 determines "Yes" in step 815, so that it is identical in order to will ask regenerative brake power Fregt to be set at by extra braking force Fadd (＞0) being added to the resulting value of value determined at above-mentioned steps 810 places (that is, with the compensation braking force Fcomp with respect to brake pedal depression power Fp shown in Figure 4 value) to proceed to step 855.
As a result, extra braking force Fadd is sent to HV control ECU60 with request regenerative brake power Fregt sum in step 820.In the above-mentioned steps 920 to 930 of Fig. 9, based on extra braking force Fadd and request regenerative brake power Fregt sum and the comparison that allows regenerative brake power Fregmax in the definite maximum of step 915, actual maximum regeneration braking force Fregact is determined.
Then, the value with the definite actual maximum regeneration braking force Fregact of this mode is sent to control of braking ECU50 in step 935.As a result, in the above-mentioned steps 830 and 835 of Fig. 8, utilize the actual reproduction braking force Fregact and extra braking force Fadd and request regenerative brake power Fregt sum that determine in this mode, front/rear wheel command pressure difference Δ Pdf and Δ Pdr are determined.
In this case, ECU50 proceeds to step 840 when control of braking, it determines "Yes", is at the stored trailing wheel command pressure difference retention value Δ Pdrhold of above-mentioned steps 720 so that proceed to step 860 in order to just trailing wheel command pressure difference Δ Pdr is changed (maintenances).Therefore, at the EBD control period, trailing wheel command pressure difference Δ Pdr remains in trailing wheel command pressure difference retention value Δ Pdrhold.Therefore the rear-wheel braking force wantage Δ Fr that calculates in step 730 can represent in the wantage of EBD control period by the rear-wheel braking force of additionally depressing generation on high precision ground.
(for example do not surpass above-mentioned regenerative brake power surplus at extra braking force Fadd, see the time t2 of Fig. 5, be equal to the situation of determining "No" in step 920) situation under, compare with the situation of not carrying out EBD control, actual reproduction braking force Fregact (that is regenerative brake power Freg) increases with extra braking force Fadd.
(for example surpass above-mentioned regenerative brake power surplus at extra braking force Fadd, see time t3, the t4 of Fig. 5, it is equal to the situation of determining "Yes" in step 920) situation under, compare with the situation of not carrying out EBD control, actual reproduction braking force Fregact (promptly, regenerative brake power Freg) be increased to maximum permission regenerative brake power Fregmax, and linear valve difference of pressure Δ P1 is to increase corresponding to the value of regenerative brake power surplus with respect to the missing value of extra braking force Fadd.
In this way, when brake pedal when the EBD control period is depressed extraly, the extra braking force Fadd (＞0) that calculates in step 735 is added on the front wheel brake power.At this moment, regenerative brake power Freg is preferentially as extra braking force Fadd.
Next, the situation that condition is established is finished in explanation EBD control under this state.In this case, the control of braking ECU50 that repeats program shown in Figure 6 determines "Yes" in step 645, becomes " 0 " in order to the value of EBD being controlled execute flag EBD from " 1 " so that proceed to step 650.So control of braking ECU50 proceeds to step 650 in order to trailing wheel auxiliary valve Purr and Purl are maintained opening state, therefore finishes EBD control.
Whether because the value of EBD control execute flag EBD is maintained " 0 " after this, control of braking ECU50 determines "Yes" in step 625, monitor EBD control beginning condition once more and establish so that proceed to step 630.Therefore, control of braking ECU50 determines "No" in step 705, so that proceed to step 740 in order to extra braking force Fadd is set at " 0 ".
Therefore, control of braking ECU50 determines "No" in step 815 and 840, makes processing when EBD control is not carried out operate in once more and begins.
As mentioned above, in car brakeing (control) device according to first embodiment of the invention, front wheel brake power is by a kind of like this fluid pressure brake-power control, this fluid pressure braking force by the VB fluid pressure part Fvb that distributes to front-wheel (front-wheel VB fluid pressure part Fvbf) and the linear valve difference of pressure part Fval that distributes to front-wheel (corresponding to the fluid pressure braking force recruitment of linear valve difference of pressure Δ P1, front-wheel charging fluid press-brake power) and regenerative brake power Freg form, and the braking force of trailing wheel is only by a kind of like this fluid pressure brake-power control, described fluid pressure braking force is made up of VB fluid pressure part Fvb that distributes to trailing wheel (trailing wheel VB fluid pressure part Fvbr) and the linear valve difference of pressure part Fval (corresponding to the fluid pressure braking force recruitment of linear valve difference of pressure Δ P2, trailing wheel charging fluid press-brake power) that distributes to trailing wheel.By carry out regeneration and cooperation control of braking in this mode, total braking force (=VB fluid pressure part Fvb+ compensation braking force Fcomp) is consistent with the target property shown in Fig. 4 solid line A with respect to the characteristic of brake pedal depression power Fp.
In addition, according to first embodiment, if the establishment of predetermined condition is satisfied, be fixing rear-wheel braking force, front/rear brakig force distribution control is carried out.Also have,,, be added on the front wheel brake power with the extra braking force Fadd of the identical size of rear-wheel braking force wantage Δ Fr when when the front/rear brakig force distribution control period of execution is depressed brake pedal extraly according to first embodiment.Therefore, when brake pedal was depressed the term of execution that front/rear brakig force distribution is controlled extraly, rear-wheel braking force wantage (that is total braking force wantage) can compensate.As a result, be depressed extraly at the front/rear brakig force distribution control period of execution even work as brake pedal, total braking force meets with respect to the characteristic of brake pedal depression power Fp and the target property shown in Fig. 4 solid line A.
In addition, according to first embodiment, regenerative brake power Freg has precedence over charging fluid press-brake power that linear valve difference of pressure Δ P1 and Δ P2 cause as compensation braking force Fcomp and extra braking force Fadd.Therefore, the electric energy that is produced by electrical motor M can be recovered among the battery B effectively, to obtain the good fuel consumption quota of vehicle by the energy efficiency of improving whole device.
The invention is not restricted to first embodiment, therefore, can make various modifications within the scope of the invention.For example, according to first embodiment, regenerative brake power Freg has precedence over the charging fluid press-brake power that linear valve difference of pressure Δ P1 causes and is used as extra braking force Fadd; Can be instead, just the charging fluid press-brake power that causes of linear valve difference of pressure Δ P1 is used as extra braking force Fadd.
Also have, according to first embodiment, carrying out the EBD control period, trailing wheel command pressure difference Δ Pdr is held in the trailing wheel command pressure difference retention value Δ Pdrhold that step 720 is stored.Yet, carrying out the EBD control period, trailing wheel command pressure difference Δ Pdr can adopt mode identical when not carrying out EBD control to be set to have the numerical value identical with the definite value of step 835 (, be same as front-wheel command pressure difference Δ Pdf).
Also have, according to first embodiment, rear-wheel braking force wantage Δ Fr obtains (seeing step 730) by the rear-wheel braking force retention value Frhold of control fluid pressure P2 when carrying out the EBD control period and deduct based on EBD control beginning based on the current rear-wheel braking force Fmow of current control fluid pressure P 2 (=Pm+ Δ P2).Can be instead, rear-wheel braking force wantage Δ Fr can by from carry out the current rear-wheel braking force Fmow that the EBD control period calculated based on current VB fluid pressure Fmnow (main fluid pressure) (=VB fluid pressure retention value Pmhold is calculated when Pmnowh) deducting based on EBD control beginning rear-wheel braking force retention value Frhold (=Pmholdh) calculate.In this case, carrying out the EBD control period, linear valve difference of pressure Δ P2 can be set at " 0 " equally.
Also have, according to first embodiment, compensation braking force Fcomp by as front wheel brake power, based on the charging fluid press-brake power of linear valve difference of pressure Δ P1 and regenerative brake power Freg and as rear-wheel braking force, form based on the charging fluid press-brake power of linear valve difference of pressure Δ P2; Can be instead, by stably linear valve difference of pressure Δ P2 being set at " 0 ", compensation braking force Fcomp can be only by as front wheel brake power, form based on charging fluid press-brake power and the regenerative brake power Freg of linear valve difference of pressure Δ P1.
(second embodiment)
Next, with explanation Vehicular brake device (vehicle brake control apparatus) according to a second embodiment of the present invention.The main point that second embodiment is different from first embodiment is, adopt hydrobooster (hydro-booster) fluid pressure generation device 30 (below be called HB fluid pressure generation device 30) to replace VB fluid pressure generation device 30, and use the fluid pressure brake-power control unit 40 that is different among first embodiment.When explanation second embodiment, identical accompanying drawing sign and symbol indication same base part and the variable identical with first embodiment.
As shown in figure 10, use HB fluid pressure generation device 30 according to the Vehicular brake device of second embodiment, rather than according to the VB fluid pressure generation device 30 of first embodiment.As show the shown in Figure 11 of HB fluid pressure generation device 30 and fluid pressure brake-power control unit 40, HB fluid pressure generation device 30 comprises high-voltage generating unit 31 and brake fluid pressure generation unit 32, and described brake fluid pressure generation unit produces brake fluid pressure corresponding to the operating effort of brake pedal BP.
High-voltage generating unit 31 comprises the fluid pressure pump HP that is driven by electrical motor MT, and it is used for to the brake fluid supercharging that is contained in the holder RS; And hydraulic accumulator ACC, it is connected in output place of fluid pressure pump HP via boiler check valve CVH, with the brake fluid of storage by fluid pressure pump HP supercharging.
Electrical motor MT drives when the fluid pressure among the hydraulic accumulator ACC is lower than predetermined lower bound, and the fluid pressure in hydraulic accumulator ACC increases and be higher than and predeterminedly go up in limited time that electrical motor MT stops.Thereby the fluid pressure among the hydraulic accumulator ACC is adjusted in the range of pressure (high pressure) between the lower limit and the upper limit.
Safety valve RV is arranged between hydraulic accumulator ACC and the reservoir RS, makes that it turns back to reservoir RS when the brake fluid among the hydraulic accumulator ACC has the mal pressure that is higher than the upper limit, thus the fluid pressure loop of protection high-voltage generating unit 31.
Brake fluid pressure generation unit 32 comprises hydrobooster HB, and it can move corresponding to the operation of brake pedal BP, and the main brake cylinder MC that is connected in hydrobooster HB.The operating effort that hydrobooster HB utilizes that high-voltage generating unit is 31 that provided, the high pressure of being regulated among the hydraulic accumulator ACC comes to strengthen with predetermined extent brake pedal BP will be so that will be transferred to main brake cylinder MC with the operating effort that this mode strengthens.
Main brake cylinder MC produces the main brake cylinder fluid pressure corresponding to the enhancing operating effort of brake pedal BP.Hydrobooster HB by apply the main brake cylinder fluid pressure also produce with corresponding to the essentially identical regulating control fluid pressure of main brake cylinder fluid pressure that strengthens operating effort.Because the structure of main brake cylinder MC and hydrobooster HB is known, therefore save detailed description thereof.In this way, main brake cylinder MC and hydrobooster HB produce main brake cylinder fluid pressure and regulating control fluid pressure respectively corresponding to the operation of brake pedal BP.
As shown in figure 11, fluid pressure brake-power control unit 40 is to comprise FR brake fluid pressure regulon 41, FL brake fluid pressure regulon 42, RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 with the same mode of first embodiment.
Be furnished with control cock SA1 between the upstream portion of main brake cylinder MC and FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42, it is a 2/2-way selective type normally open solenoid valve.Similarly, be furnished with control cock SA2 between the upstream portion of hydrobooster HB and RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44, it is a 2/2-way selective type normally open solenoid valve.
Be furnished with control cock SA3 on the pipeline that couples together between the upstream portion with the upstream portion of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42 and RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44, it is a 2/2-way selective type normally closed solenoid valve.In addition, be furnished with distributing valve (selector valve) STR between high-voltage generating unit 31 and above-mentioned pipeline, it is a 2/2-way selective type normally closed solenoid valve.
The result, as control cock SA1 and SA3 (and distributing valve STR) when being in nonexcited state (as shown in drawings), the main brake cylinder fluid pressure imposes on the upstream portion of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42, and when control cock SA1 and SA3 and distributing valve STR were in foment, the fluid pressure among the hydraulic accumulator ACC that high-voltage generating unit 31 produces imposed on the upstream portion of FR brake fluid pressure regulon 41 and FL brake fluid pressure regulon 42.
Similarly, when control cock SA1 and SA3 and distributing valve STR are in nonexcited state, the regulating control fluid pressure imposes on the upstream portion of RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44, and when control cock SA1 and SA3 and distributing valve STR were in foment, the fluid pressure among the hydraulic accumulator ACC imposed on the upstream portion of RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44.
The arm that fork comes out in the halfway of the pipeline of connection main brake cylinder MC and control cock SA1 is provided with known stroke simulator (stroke simulator) SS, have control cock SA4 between itself and described turnoff, described control cock SA4 is a 2/2-way selective type normally closed solenoid valve.As a result, as control cock SA1 and SA3 (and control cock SA3 and distributing valve STR) when being in foment, by also encouraging control cock SA4, the operation of brake pedal BP can be guaranteed.
FR brake fluid pressure regulon 41 comprises auxiliary valve Pufr, and it is a line pressure controllable type normally open solenoid valve, and reducing valve PDfr, and it is a line pressure controllable type normally closed solenoid valve.The result, FR brake fluid pressure regulon 41 can be controlled the fluid pressure of FR brake fluid pressure regulon 41 upstream portions and the difference of pressure between the brake fluid pressure among the brake wheel cylinder Wfr (brake wheel cylinder fluid pressure Pwfr) linearly by the electric current that control feeds to auxiliary valve Pufr, and the electric current that feeds to reducing valve PDfr by control is controlled the difference of pressure between the fluid pressure among brake wheel cylinder fluid pressure Pwfr and the reservoir RS linearly simultaneously.
Thereby, can freely and linearly control brake wheel cylinder fluid pressure Pwfr by the electric current separately of control auxiliary valve PUfr and reducing valve PDfr.
Auxiliary valve PUfr has the boiler check valve CV1 that is arranged in parallel with it, be used to allow brake fluid only along flowing to a direction of FR brake fluid pressure regulon 41 upstreams from brake wheel cylinder Wfr, therefore, when control cock SA1 was positioned at first state and operated brake pedal BP and is released, brake wheel cylinder fluid pressure Pwfr can promptly reduce.
Similarly, FL brake fluid pressure regulon 42, RR brake fluid pressure regulon 43 and RL brake fluid pressure regulon 44 comprise auxiliary valve Puff and reducing valve PDfl, auxiliary valve Purr and reducing valve PDrr and auxiliary valve Purl and reducing valve PDrl respectively, therefore by each auxiliary valve of control and each reducing valve, the brake-pressure among brake wheel cylinder Wfl, Wrr and the Wrl (rear wheel brake cylinder fluid pressure Pwfl, Pwrr and Pwrl) can be able to Linear Control respectively.Auxiliary valve Pufl, Purr are respectively arranged with boiler check valve CV2, CV3 and the CV4 identical with boiler check valve CV1 function equally with Purl, and described boiler check valve CV2, CV3 and CV4 are in parallel with auxiliary valve Pufl, Purr and Purl respectively.
Control cock SA2 has and its check valve in parallel CV6 equally, be used to allow brake fluid only along downstream a direction flows from the upstream, therefore, when control cock SA2 was in foment and makes connection between hydrobooster HB, RR brake fluid pressure regulon 43 and the RL brake fluid pressure regulon 44 be blocked, brake wheel cylinder fluid pressure Pwrr and Pwrl can be increased by operation brake pedal BP.
Adopt said structure, when all electromagnetic valves were in nonexcited state, each brake wheel cylinder can will be supplied with corresponding to the brake fluid pressure of brake pedal BP operating effort in fluid pressure brake-power control unit 40.Under this state, by control auxiliary valve PU *With reducing valve PD *, brake wheel cylinder fluid pressure Pw *Can in than the scope low, freely and linearly control corresponding to the brake fluid pressure (that is main brake cylinder fluid pressure) of brake pedal BP operating effort.
When brake pedal BP did not operate (opening state), fluid pressure brake-power control unit 40 switched on foment with control cock SA1, SA2, SA3 and SA4 and distributing valve STR, and by each auxiliary valve PU of control *With reducing valve PD *, can use in the scope of the fluid pressure of fluid pressure (high pressure) in being lower than hydraulic accumulator ACC among the hydraulic accumulator ACC that high-voltage generating unit 31 produces and freely and linearly control brake wheel cylinder fluid pressure Pw *
In this way, fluid pressure brake-power control unit 40 can be applied to the fluid pressure braking force on each wheel by brake wheel cylinder fluid pressure of each wheel of control independently, and regardless of the operation of brake pedal BP.The result, except regeneration and cooperation control of braking and the control of front/rear brakig force distribution by control of braking ECU50 instruction, known ABS control, traction control (traction control), vehicle stabilization control (particularly, understeering suppresses control and oversteer inhibition control) and spaces of vehicles control can be realized in fluid pressure brake-power control unit 40.
Control of braking ECU50 is connected in those the identical wheel speed sensors 81 with first embodiment *, be used to export main brake cylinder fluid pressure sensor 82 (seeing Figure 11), the brake pedal depression force gauge 83 identical of the signal of expression main brake cylinder fluid pressure Pm and be used for the output expression that each is taken turns with the first embodiment those shown *Brake wheel cylinder fluid pressure Pw *The brake wheel cylinder fluid pressure sensor 84 of signal *
(according to the summary of the regenerative cooperative of second embodiment control)
Next, with the main points of explanation by the regenerative cooperative control of carrying out according to the Vehicular brake device 10 of second embodiment of the invention (below be called device).Figure 12 shows that front wheel brake power and rear-wheel braking force are with respect to the characteristic of main brake cylinder fluid pressure Pm when described device is carried out regeneration and cooperation control of braking.The solid line A of Figure 12 shows as the total braking force of front wheel brake power and the rear-wheel braking force sum target property with respect to main brake cylinder fluid pressure Pm.
In this way, in this device, by adjusting front wheel brake power and rear-wheel braking force according to main brake cylinder fluid pressure Pm, total braking force (=front wheel brake power+rear-wheel braking force) is consistent with the target property shown in Figure 12 solid line A with respect to the characteristic of main brake cylinder fluid pressure Pm.
Rear-wheel braking force only comprises fluid pressure braking force as friction brake force (below be called trailing wheel fluid pressure braking force Fhr).Trailing wheel fluid pressure braking force Fhr is the fluid pressure braking force sum of fluid pressure braking force and the wheel RL of wheel RR.As shown in figure 12, trailing wheel fluid pressure braking force Fhr is set to proportional numerical value with main brake cylinder fluid pressure Pm.
On the other hand, front wheel brake power is the front-wheel regenerative brake power Freg that causes of electrical motor M (see figure 10) and fluid pressure braking force (hereinafter referred to as front-wheel fluid pressure braking force Fhf) sum as friction brake force.Described front-wheel fluid pressure braking force Fhf is the fluid pressure braking force sum of fluid pressure braking force and the wheel FL of wheel FR.As shown in figure 12, front wheel brake power (=regenerative brake power Freg+ front-wheel fluid pressure braking force Fhf) is set at proportional numerical value with main brake cylinder fluid pressure Pm equally.
In front wheel brake power, the distribution of regenerative brake power Freg is so determined so that increase as far as possible.Particularly, at first, based on main brake cylinder fluid pressure Pm, shown device obtains front wheel brake power.Request regenerative brake power Fregt is to be set to this numerical value usually with the same method of first embodiment.
Fregt allows regenerative brake power Fregmax (particularly less than maximum when request regenerative brake power, during main brake cylinder fluid pressure Pm in Figure 12≤Pm1), described device is defined as actual maximum regeneration braking force Fregact to have and the identical numerical value of request regenerative brake power Fregt.Therefore, in this case, front vehicle wheel brake cylinder fluid pressure Pwf *(wheel FR and FL) is controlled to be " 0 ", makes front-wheel fluid pressure braking force Fhr become " 0 ".
On the other hand, Fregt allows regenerative brake power Fregmax (particularly greater than above-mentioned maximum when request regenerative brake power, during main brake cylinder fluid pressure Pm in Figure 12 〉=P1), described device is defined as actual maximum regeneration braking force Fregact identical with the maximum regenerative brake power Fregmax that allows.In addition, described device control front vehicle wheel brake cylinder fluid pressure Pwf *(wheel FR and FL) makes that to deduct actual maximum regeneration braking force Fregact institute value from front-wheel braking force (=request regenerative brake power Fregt) consistent with front-wheel fluid pressure braking force Fhf.
Therefore, no matter whether request regenerative brake power Fregt surpasses the above-mentioned maximum regenerative brake power Fregmax that allows, regenerative brake power Freg is set to big as much as possible, as long as it is no more than the maximum regenerative brake power Fregmax that allows, make that the electric energy that is produced by electrical motor M (see figure 10) can be recovered to (see figure 10) among the battery B reliably during operation brake pedal BP.
In this way, regenerative brake power Freg and front-wheel fluid pressure braking force Fhf sum (that is front wheel brake power) are controlled as and ask regenerative brake power Fregt consistent.As a result, be consistent with the target property shown in Figure 12 solid line A as the total braking force of friction brake force (=front-wheel fluid pressure braking force Fhf+ trailing wheel fluid pressure braking force Fhr) and regenerative brake power Freg sum characteristic with respect to main brake cylinder fluid pressure Pm.
(carrying out the processing that front/rear brakig force distribution control period is additionally depressed) according to second embodiment
When the front/rear brakig force distribution control period of execution is additionally depressed brake pedal, except the regenerative brake power Freg and front-wheel fluid pressure braking force Fhf that are controlled as shown in figure 12, described device also produces size the extra braking force Fadd as front wheel brake power identical with rear-wheel braking force wantage Δ Fr with the method identical with first embodiment.
Extra braking force Fadd produces by increasing regenerative brake power Freg and/or front-wheel fluid pressure braking force Fhf.In addition, regenerative brake power Freg is preferentially as extra braking force Fadd.
More specifically, as shown in Figure 13 A to 13C from time t1 to t2, Figure 13 A to 13C is the time diagram that is equal to above-mentioned Fig. 5 A to 5C, when extra braking force Fadd surpasses regenerative brake power Freg and the maximum surplus that allows regenerative brake power Fregmax (promptly, regenerative brake power surplus) time, described device comes to increase front wheel brake power with the value of extra braking force Fadd by increase regenerative brake power Freg with extra braking force Fadd.
In this case, extra regenerative brake power Fadd is only produced by the recruitment of regenerative brake power Freg.For example, at the time of Figure 13 A to 13C t2, the numerical value added value F1 that regenerative brake power Freg determines from relation shown in Figure 12.As a result, regenerative brake power Freg is consistent with the maximum regenerative brake power Fregmax that allows.
Equally, as shown in Figure 13 A to 13C from time t2 to t4, when regenerative brake power surplus surpasses regenerative brake power surplus greater than " 0 " and extra braking force Fadd, described device increases front wheel brake power with extra braking force Fadd in the following way, that is, regenerative brake power Freg is increased to the maximum regenerative brake power Fregmax of permission and increase front-wheel fluid pressure braking force Fhf with respect to the numerical value of the missing value of extra braking force Fadd to equal regenerative brake power surplus.
In this case, extra braking force Fadd is produced by the recruitment of regenerative brake power Freg and front-wheel fluid pressure braking force Fhf.For example, at the time of Figure 13 A to 13C t3, the numerical value that regenerative brake power Freg determines from relation shown in Figure 12 increases numerical value F2b, and front-wheel fluid pressure braking force Fhf increases numerical value F2a from " 0 ".The pass is F2a+F2b=F2.
In addition, as after the time t4 shown in Figure 13 A to 13C, when regenerative brake power surplus was " 0 ", described device came to increase front wheel brake power with extra braking force Fadd by increase front-wheel fluid pressure braking force Fhf with the numerical value that equals extra braking force Fadd.
In this case, extra braking force Fadd is only produced by the recruitment of front-wheel fluid pressure braking force Fhf.For example, at the time of Figure 13 A to 13C t4, front-wheel fluid pressure braking force Fhf increases with the value that equals numerical value F3 from " 0 ".
In this way, described assembly first ground use regenerative brake power Freg is as extra braking force Fadd.As a result, when when front/rear brakig force distribution control period is additionally depressed brake pedal, the electric energy that is produced by electrical motor M can be recovered among the battery B to greatest extent.
As mentioned above, in first embodiment, even when brake pedal is depressed extraly at front/rear brakig force distribution control period, rear-wheel braking force (promptly, total braking force) wantage is compensated, and makes total braking force be consistent with the target property shown in Figure 12 solid line A with respect to the characteristic of main brake cylinder fluid pressure Pm.
(according to the practical operation of second embodiment)
Then, practical operation according to the Vehicular brake device of second embodiment below will be described.The control of braking ECU50 (CPU) of described device carry out respectively with program shown in Fig. 7 and 8 corresponding, as to replace program shown in Fig. 7 and 8 Figure 14 and 15 diagram of circuits in, the shown in Figure 6 program of execution graph 6 to the program shown in Figure 8, that carry out by the control of braking ECU50 of first embodiment as described above.In addition, the HV of described device control ECU60 (CPU) carries out as shown in Figure 9 as described above and controls the program that ECU60 carries out by the first embodiment HV.The program that represents the second embodiment characteristics shown in Figure 14 and 15 below will be described.
The whenever predetermined time in the past of the control of braking ECU50 (CPU) of described device repeats the program of the extra braking force of calculating as shown in figure 14.Program shown in Figure 14 is different from program shown in Figure 7 and is, the step 715 of Fig. 7 program, 720 and 725 is replaced by step 1405,1410 and 1415 respectively.
Step 1405 and 1410 EBD when beginning control to carry out with above-mentioned steps 715 and 720 same modes.In step 1405, rear-wheel braking force (=each trailing wheel fluid pressure braking force Fhr sum) is by being multiply by pre-determined factor h and obtain, and be stored as rear-wheel braking force retention value Frhold by current (during EBD control beginning) main brake cylinder fluid pressure Pm that main brake cylinder fluid pressure sensor 82 obtains.At the EBD control period, rear-wheel braking force remains in this numerical value.
In step 1410, current (during EBD control beginning) the trailing wheel target brake wheel cylinder fluid pressure Pwrt that obtains in the step 1515 of following Figure 15 is stored as trailing wheel brake wheel cylinder fluid pressure retention value Pwrhold.At the EBD control period, trailing wheel target brake wheel cylinder fluid pressure Pwrt remains in trailing wheel brake wheel cylinder fluid pressure retention value Pwrhold, and this will be in explanation subsequently.
In the mode same with above-mentioned steps 725, at the EBD control period in EBD control beginning back execution in step 1415.In step 1415, current rear-wheel braking force Fmow (can change all the time) obtains by multiply by pre-determined factor h by the current main brake cylinder fluid pressure Pm that main brake cylinder fluid pressure sensor 82 obtains.When setting rear-wheel braking force wantage Δ Fr at next step 730, that is, and when setting extra braking force Fadd in later step 735, as the rear-wheel braking force retention value Frhold that will use front and back wheel braking force Fmow and be calculated in above-mentioned steps 1405.
The whenever predetermined time in the past of the control of braking ECU50 (CPU) of described device also repeats the program of Fluid Computation press-brake power shown in Figure 15.The program of Figure 15 is different from program shown in Figure 8 and is: the step 810 of Fig. 8 program, 860,845 and 850 is replaced by step 1505,1520,1525 and 1530 respectively; The step 835 that also is Fig. 8 program is replaced by step 1510 and 1515.
When operation brake pedal when (Fp＞0), step 1505,1510,1515 and 1520 is to carry out with the same mode of above-mentioned steps 810,835 and 860.In step 1505, request regenerative brake power Fregt is that independent variable obtains to ask the table MapFregt2 (Pm) of regenerative brake power Fregt to determine (that is front wheel brake power) based on the main brake cylinder fluid pressure Pm that is obtained by main brake cylinder fluid pressure sensor 82 with being used for Pm.Thereby request regenerative brake power Fregt is defined as having identical numerical value with the front wheel brake power with respect to main brake cylinder fluid pressure Pm shown in Figure 12.
In step 1510, the regenerative brake power wantage Δ Freg that target front-wheel brake wheel cylinder fluid pressure Pwft obtains based on front next-door neighbour step 830 and to be used for Δ Freg be that the function f uncPwft (Δ Freg) that independent variable obtains target front-wheel brake wheel cylinder fluid pressure Pwft obtains.Thereby, target front-wheel brake wheel cylinder fluid pressure Pwft be set at make front-wheel fluid pressure braking force Fhf with by on the numerical value that equates of the regenerative brake power wantage Δ Freg that obtained.
In step 1515, target trailing wheel brake wheel cylinder fluid pressure Pwrt is based on the main brake cylinder fluid pressure Pm that is obtained by main brake cylinder fluid pressure sensor 82 and to be used for Pm be that the function f uncPwrt (Pm) that independent variable obtains target trailing wheel brake wheel cylinder fluid pressure Pwrt obtains.Therefore, target trailing wheel brake wheel cylinder fluid pressure Pwrt is set at the numerical value that trailing wheel fluid pressure braking force Fhr is equated with rear-wheel braking force with respect to main brake cylinder fluid pressure Pm.
Execution in step 1520 when at EBD control period operation brake pedal BP (Fp＞0).In step 1520, target trailing wheel brake wheel cylinder fluid pressure Pwrt is changed the trailing wheel brake wheel cylinder fluid pressure retention value Pwrhold that (keeping) stored for above-mentioned steps 1410 forcibly.At the EBD control period, target trailing wheel brake wheel cylinder fluid pressure Pwrt thereby remain in trailing wheel brake wheel cylinder fluid pressure retention value Pwrhold.
Execution in step 1530 when not operating brake pedal BP (Fp=0).In step 1530, target front-wheel brake wheel cylinder fluid pressure Pwft and target trailing wheel brake wheel cylinder fluid pressure Pwrt all are set at " 0 ".
In step 1525, by each electromagnetic valve of control fluid press-brake power control unit 40, front-wheel brake wheel cylinder fluid pressure Pwf *With trailing wheel brake wheel cylinder fluid pressure Pwr *Be consistent with the target front-wheel brake wheel cylinder fluid pressure Pwft and the target trailing wheel brake wheel cylinder fluid pressure Pwrt that as above establish respectively.As a result, front-wheel brake wheel cylinder fluid pressure Pwf *With trailing wheel brake wheel cylinder fluid pressure Pwr *Be controlled to be consistent with target front-wheel brake wheel cylinder fluid pressure Pwft and target trailing wheel brake wheel cylinder fluid pressure Pwrt.
Therefore, do not surpass regenerative brake power surplus at extra braking force Fadd and (see the time t2 of Figure 13 A to Figure 13 C, be equal to the situation that is defined as "No" in step 920) above-mentioned situation under, situation when not carrying out with EBD is compared, actual reproduction braking force Fregact (that is regenerative brake power Freg) increases with extra braking force Fadd.
Surpass regenerative brake power surplus at extra braking force Fadd and (see time t3 and the t4 of Figure 13 A to Figure 13 C, be equal to the situation that is defined as "Yes" in step 920) above-mentioned situation under, situation when not carrying out with EBD control is compared, actual reproduction braking force Fregact (promptly, regenerative brake power Freg) be increased to maximum permission regenerative brake power Fregmax, and front-wheel fluid pressure braking force Fhf increases with the wantage of regenerative brake power surplus with respect to extra braking force Fadd.
In this way, when depressing brake pedal extraly at the EBD control period, the extra braking force Fadd (＞0) that calculates in step 735 is added on the front wheel brake power.At this moment, regenerative brake power Freg is preferentially as extra braking force Fadd.
As mentioned above, in car brakeing (control) device according to second embodiment of the invention, front wheel brake power is by front-wheel fluid pressure braking force Fhf and regenerative brake power Freg control as friction brake force, and the trailing wheel braking force is only by the trailing wheel fluid pressure braking force Fhf control as friction brake force.By carry out regeneration and cooperation control of braking in this kind mode, total braking force (=friction brake force (front-wheel fluid pressure braking force Fhf+ trailing wheel fluid pressure braking force Fhr)+regenerative brake power Freg) is consistent with the target property shown in Figure 12 solid line with respect to the characteristic of main brake cylinder fluid pressure Pm.
In addition, according to second embodiment, in the mode same, when brake pedal is being carried out front/rear brakig force distribution control period and depressed extraly, and be added on the front wheel brake power by the onesize extra braking force Fadd of the rear-wheel braking force wantage Δ Fr that additionally depresses generation with first embodiment.As a result, even when brake pedal is being carried out front/rear brakig force distribution control period and depressed extraly, total braking force also is consistent with the target property shown in Figure 12 solid line A with respect to the characteristic of main brake cylinder fluid pressure Pm.
In addition, according to second embodiment, regenerative brake power Freg has precedence over front-wheel fluid pressure braking force Fhf and is used as front wheel brake power and extra braking force Fadd.Therefore, the electric power that is produced by electrical motor M can be recovered among the battery B effectively, thereby obtains good fuel consumption quota by the energy efficiency of improving whole device.
The invention is not restricted to the second above-mentioned embodiment, therefore can do various changes within the scope of the invention.For example, according to second embodiment, regenerative brake power Freg has precedence over front-wheel fluid pressure braking force Fhf as extra braking force Fadd; Can be that front-wheel fluid pressure braking force Fhf is as extra braking force Fadd instead.
According to second embodiment, as shown in figure 12, front wheel brake power (=regenerative brake power Freg+ front-wheel fluid pressure braking force Fhf) is set at proportional numerical value with main brake cylinder fluid pressure Pm equally, and in the front wheel brake power of determining in this mode, regenerative brake power Freg is preferentially used; Can be instead, front-wheel fluid pressure braking force Fhf, trailing wheel fluid pressure braking force Fhr and regenerative brake power Freg can determine by following:
(1) when corresponding to the total braking force of main brake cylinder fluid pressure Pm (below be called target braking force) when allowing regenerative brake power Fregmax less than maximum, regenerative brake power Freg is set at target braking force and front-wheel fluid pressure braking force Fhf and trailing wheel fluid pressure braking force Fhr all are set at " 0 ".
(2) when front-wheel Target Assignment braking force--at target braking force (for example with pre-determined intended target allocative decision between front wheel brake power and rear-wheel braking force, the ideal brake force allocative decision) carrying out this front-wheel Target Assignment braking force of branch timing is front wheel brake power--allow regenerative brake power Fregmax less than maximum, and target braking force is when allowing regenerative brake power Fregmax greater than maximum, and regenerative brake power Freg is set at the maximum value that allows regenerative brake power Fregmax; Trailing wheel fluid pressure braking force Fhr is set at target braking force and deducts the resulting value of the maximum regenerative brake power Fregmax of permission; And front-wheel fluid pressure braking force Fhf is set at " 0 ".。
(3) when front-wheel Target Assignment braking force surpassed maximum permission regenerative brake power Fregmax, regenerative brake power Freg was set at the maximum value that allows regenerative brake power Fregmax; Trailing wheel fluid pressure braking force Fhr is set at the value of trailing wheel Target Assignment braking force, is rear-wheel braking force when target braking force carries out the described trailing wheel Target Assignment of branch timing braking force with the Target Assignment scheme; And front-wheel fluid pressure braking force Fhf is set at the value that deducts maximum permission regenerative brake power Fregmax acquisition from front-wheel Target Assignment braking force.As a result, regenerative brake power Freg has precedence over front-wheel fluid pressure braking force Fhf as front wheel brake power and extra braking force Fadd.Therefore, the electric energy that is produced by electrical motor M can further be recovered among the battery B effectively, thereby obtains further good vehicle oil consumption quota by the energy efficiency of improving whole device.
According to first and second embodiment, the numerical value when EBD control maintains EBD control beginning with rear-wheel braking force (particularly, trailing wheel fluid pressure braking force); Yet, as long as EBD control stops the increase of rear-wheel braking force, EBD control can also be with rear-wheel braking force value during from EBD control beginning reduce predetermined amount.
In addition, according to first and second embodiment, described device is fitted in the vehicle, and the trailing wheel braking force is only by the fluid pressure brake-power control; Can be instead, described device can be fitted in the vehicle, and the trailing wheel braking force with the same mode of front wheel brake power by fluid pressure braking force and the control of regenerative brake power.In this case, at the EBD control period, outside trailing wheel brake wheel cylinder fluid pressure (that is, trailing wheel fluid pressure braking force), the numerical value when trailing wheel regenerative brake power maintains EBD control beginning equally.

Claims (12)

1, a kind of vehicle brake control apparatus that is equipped in the Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises:
The main fluid Pressure generator is used for corresponding to the operation generation main fluid pressure of chaufeur to drag control member;
Be used to produce the pressurizer of charging fluid pressure, in order to produce the fluid pressure that pressure is higher than described main fluid pressure;
Pressure-regulating device is used to regulate the size that the charging fluid pressure that utilizes described pressurizer to produce makes the supercharging of described main fluid pressure; And
The regenerative brake force control device is used to control the regenerative brake power that is produced by described electrical motor, and described vehicle brake control apparatus comprises:
Regeneration and cooperation braking force control system, be used for operation adjustment compensation braking force corresponding to described drag control member, make the characteristic with respect to the total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described main fluid press-brake power and described compensation braking force sum, described main fluid press-brake power is based on the definite fluid pressure braking force of described main fluid pressure that is produced by described main fluid Pressure generator, and described regenerative brake power and/or charging fluid press-brake power that described compensation braking force is controlled by described regenerative brake force control device constitute, and described charging fluid press-brake power is based on the definite fluid pressure braking force of being regulated by described pressure-regulating device of supercharging size; And
Be used to control the front/rear brakig force distribution control setup of front/rear brakig force distribution, tend to stop when locked the increase of the braking force that puts on trailing wheel when trailing wheel prior to front-wheel in order to described drag control member is carried out operating period at chaufeur,
Wherein, described vehicle brake control apparatus also comprises extra braking force generation device, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, the described charging fluid press-brake power that puts on the described regenerative brake power of front-wheel and/or put on front-wheel by increase increases the braking force that puts on front-wheel, and described regenerative brake power and described charging fluid press-brake power are controlled so that utilize described regeneration and cooperation braking force control system to adjust described compensation braking force.
2, device as claimed in claim 1, wherein, when described extra braking force generation device is not carried out with respect to front/rear wheel brakig force distribution control based on the braking force that puts on described trailing wheel and the wantage of the corresponding numerical value of described operation of drag control member determine extra braking force, described extra braking force is to produce by the described charging fluid press-brake power that increase puts on the described regenerative brake power of front-wheel and/or puts on front-wheel, put on the recruitment of the braking force of front-wheel, described wantage is controlled and is stoped the increase of the braking force that puts on trailing wheel to produce by carrying out described front/rear brakig force distribution.
3, device as claimed in claim 2, wherein, comprise that also maximum allows regenerative brake power to determine device, be used for determining that the maximum corresponding to described vehicle-state allows regenerative brake power, described maximum permission regenerative brake power is the maximum permissible value that puts on the described regenerative brake power of front-wheel
Wherein, when determined extra braking force allows the surplus of regenerative brake power above the regenerative brake power that puts on front-wheel with respect to described maximum, described extra braking force generation device produces determined extra braking force by increasing the described regenerative brake power that puts on front-wheel with described extra braking force, and the described regenerative brake power that puts on front-wheel is controlled to utilize described regeneration and cooperation braking force control system to adjust described compensation braking force.
4, device as claimed in claim 2, wherein, comprise that also maximum allows regenerative brake power to determine device, be used for determining that the maximum corresponding to described vehicle-state allows regenerative brake power, described maximum permission regenerative brake power is the maximum permissible value that puts on the described regenerative brake power of front-wheel
Wherein, when determined extra braking force allows the surplus of regenerative brake power above the regenerative brake power that puts on front-wheel with respect to described maximum, described extra braking force generation device increases to by the described regenerative brake power that will put on front-wheel and describedly maximum allows regenerative brake power and increase the charging fluid press-brake power that puts on front-wheel with the surplus of the described regenerative brake power that puts on front-wheel with respect to the wantage of determined extra braking force to produce determined extra braking force, and the described regenerative brake power that puts on front-wheel is controlled to utilize described regeneration and cooperation braking force control system to adjust described compensation braking force.
5, a kind of Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises:
The main fluid Pressure generator is used for corresponding to the operation generation main fluid pressure of chaufeur to drag control member;
Be used to produce the pressurizer of charging fluid pressure, week is to produce the fluid pressure that pressure is higher than described main fluid pressure;
Pressure-regulating device is used to regulate the size that the charging fluid pressure that utilizes described pressurizer to produce makes the supercharging of described main fluid pressure;
The regenerative brake force control device is used to control the regenerative brake power that is produced by described electrical motor;
Regeneration and cooperation braking force control system, be used for operation adjustment compensation braking force corresponding to described drag control member, make the characteristic with respect to the total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described main fluid press-brake power and described compensation braking force sum, described main fluid press-brake power is based on the definite fluid pressure braking force of described main fluid pressure that is produced by described main fluid Pressure generator, and described regenerative brake power and/or charging fluid press-brake power that described compensation braking force is controlled by described regenerative brake force control device constitute, and described charging fluid press-brake power is based on the definite fluid pressure braking force of being regulated by described pressure-regulating device of supercharging size;
Be used to control the front/rear brakig force distribution control setup of front/rear brakig force distribution, tend to stop when locked the increase of the braking force that puts on trailing wheel when trailing wheel prior to front-wheel in order to described drag control member is carried out operating period at chaufeur, and
Extra braking force generation device, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, the described charging fluid press-brake power that puts on the described regenerative brake power of front-wheel and/or put on front-wheel by increase increases the braking force that puts on front-wheel, and described regenerative brake power and described charging fluid press-brake power are controlled so that utilize described regeneration and cooperation braking force control system to adjust described compensation braking force.
6, a kind of medium that are used for writing down the vehicle braking control program that is equipped on the Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises:
The main fluid Pressure generator is used for corresponding to the operation generation main fluid pressure of chaufeur to drag control member;
Be used to produce the pressurizer of charging fluid pressure, in order to produce the fluid pressure that pressure is higher than described main fluid pressure;
Pressure-regulating device is used to regulate the size that the charging fluid pressure that utilizes described pressurizer to produce makes the supercharging of described main fluid pressure; And
The regenerative brake force control device is used to control the regenerative brake power that is produced by described electrical motor, and described vehicle braking control program comprises the steps:
Regeneration and cooperation control of braking, be used for operation adjustment compensation braking force corresponding to described drag control member, make the characteristic with respect to the total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described main fluid press-brake power and described compensation braking force sum, described main fluid press-brake power is based on the definite fluid pressure braking force of described main fluid pressure that is produced by described main fluid Pressure generator, and described regenerative brake power and/or charging fluid press-brake power that described compensation braking force is controlled by described regenerative brake force control device constitute, and described charging fluid press-brake power is based on the definite fluid pressure braking force of being regulated by described pressure-regulating device of supercharging size;
Be used to control the front/rear brakig force distribution control of front/rear brakig force distribution, tend to the increase that prevention when locked prior to front-wheel puts on the braking force of trailing wheel when trailing wheel in order to described drag control member is carried out operating period at chaufeur, and
Produce extra braking force, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, the described charging fluid press-brake power that puts on the described regenerative brake power of front-wheel and/or put on front-wheel by increase increases the braking force that puts on front-wheel, and described regenerative brake power and described charging fluid press-brake power are controlled so that utilize described regeneration and cooperation braking force control system to adjust described compensation braking force.
7, a kind of vehicle brake control apparatus that is equipped in the Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises;
The friction braking force control device is used to be independent of chaufeur puts on wheel of vehicle to the operation control of drag control member friction brake force; And
The regenerative brake force control device is used to control the regenerative brake power that is produced by electrical motor, and described vehicle brake control apparatus comprises:
Regeneration and cooperation braking force control system, adjust described friction brake force and described regenerative brake power in order to operation by controlling described friction braking force control device and described regenerative brake force control device corresponding to described drag control member, make the characteristic with respect to the described total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described friction brake force and described regenerative brake power sum; And
Be used to control the front/rear brakig force distribution control setup of front/rear brakig force distribution, tend to stop when locked the increase of the braking force that puts on trailing wheel when trailing wheel prior to front-wheel in order to described drag control member is carried out operating period at chaufeur,
Wherein, described vehicle brake control apparatus also comprises extra braking force generation device, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, by increase by described regeneration and the control of cooperation braking force control system, the described regenerative brake power that puts on front-wheel and/or the described friction brake force that puts on front-wheel increase the braking force that puts on front-wheel.
8, as claim 7 described devices, wherein, when described extra braking force generation device is not carried out with respect to front/rear wheel brakig force distribution control based on the braking force that puts on described trailing wheel and the wantage of the corresponding numerical value of described operation of drag control member determine extra braking force, described extra braking force is to produce by the described friction brake force that increase puts on the described regenerative brake power of front-wheel and/or puts on front-wheel, put on the recruitment of the braking force of front-wheel, described wantage is controlled and is stoped the increase of the braking force that puts on trailing wheel to produce by carrying out described front/rear brakig force distribution.
9, as claim 8 described devices,
Wherein, comprise that also maximum allows regenerative brake power to determine device, be used for determining that the maximum corresponding to described vehicle-state allows regenerative brake power, described maximum permission regenerative brake power is the maximum permissible value that puts on the described regenerative brake power of front-wheel,
Wherein, when determined extra braking force surpassed by described regeneration and cooperation braking force control system regenerative brake power control, that put on front-wheel with respect to the described maximum surplus that allows regenerative brake power, described extra braking force generation device produced determined extra braking force by increasing the described regenerative brake power that puts on front-wheel with described extra braking force.
10, device as claimed in claim 8, wherein, comprise that also maximum allows regenerative brake power to determine device, be used for determining that the maximum corresponding to described vehicle-state allows regenerative brake power, described maximum permission regenerative brake power is the maximum permissible value that puts on the described regenerative brake power of front-wheel
Wherein, when determined extra braking force surpassed by described regeneration and cooperation braking force control system regenerative brake power control, that put on front-wheel with respect to the described maximum surplus that allows regenerative brake power, described extra braking force generation device increased to by the described regenerative brake power that will put on front-wheel and describedly maximumly allows regenerative brake power and increase the friction brake force that puts on front-wheel with the surplus of the described regenerative brake power that puts on front-wheel with respect to the wantage of determined extra braking force to produce determined extra braking force.
11, a kind of Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises:
The friction braking force control device is used to be independent of chaufeur puts on wheel of vehicle to the operation control of drag control member friction brake force;
The regenerative brake force control device is used to control the regenerative brake power that is produced by electrical motor;
Regeneration and cooperation braking force control system, adjust described friction brake force and described regenerative brake power in order to operation by controlling described friction braking force control device and described regenerative brake force control device corresponding to described drag control member, make the characteristic with respect to the described total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described friction brake force and described regenerative brake power sum;
Be used to control the front/rear brakig force distribution control setup of front/rear brakig force distribution, tend to stop when locked the increase of the braking force that puts on trailing wheel when trailing wheel prior to front-wheel in order to described drag control member is carried out operating period at chaufeur, and
Extra braking force generation device, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, by increase by described regeneration and the control of cooperation braking force control system, the described regenerative brake power that puts on front-wheel and/or the described front-wheel friction brake force that puts on front-wheel increase the braking force that puts on front-wheel.
12, a kind of medium that are used for writing down the vehicle braking control program that is equipped on the Vehicular brake device that is applied to vehicle, described vehicle have as propulsion source and drive the electrical motor of front-wheel at least, and described Vehicular brake device comprises:
The friction braking force control device is used to be independent of chaufeur puts on wheel of vehicle to the operation control of drag control member friction brake force; And
The regenerative brake force control device is used to control the regenerative brake power that is produced by electrical motor, and described vehicle braking control program comprises the steps:
Regeneration and cooperation control of braking, adjust described friction brake force and described regenerative brake power in order to operation by controlling described friction braking force control device and described regenerative brake force control device corresponding to described drag control member, make the characteristic with respect to the described total braking force of the operation of described drag control member be consistent with predefined target property, described total braking force is described friction brake force and described regenerative brake power sum;
Be used to control the front/rear brakig force distribution control of front/rear brakig force distribution, tend to the increase that prevention when locked prior to front-wheel puts on the braking force of trailing wheel when trailing wheel in order to described drag control member is carried out operating period at chaufeur, and
Produce extra braking force, in order at front/rear brakig force distribution control period when the operation requirements of drag control member during than front/rear brakig force distribution control beginning during big braking force, by increase by described regeneration and the control of cooperation braking force control system, the described regenerative brake power that puts on front-wheel and/or the described friction brake force that puts on front-wheel increase the braking force that puts on front-wheel.
CNB2005101362072A 2004-12-22 2005-12-20 Vehicle brake control apparatus Expired - Fee Related CN100381315C (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103619676A (en) * 2011-06-17 2014-03-05 普罗蒂恩电子有限公司 A brake system
WO2017029017A1 (en) * 2015-08-14 2017-02-23 Robert Bosch Gmbh Method and device for operating a brake system of a motor vehicle, brake system
CN106541933A (en) * 2015-09-21 2017-03-29 上海汽车集团股份有限公司 brake energy recovery control method and system
CN107697048A (en) * 2016-08-09 2018-02-16 丰田自动车株式会社 Brake control apparatus for vehicle

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US5707115A (en) * 1996-10-07 1998-01-13 General Motors Corporation Regenerative braking method
JP3896240B2 (en) * 2000-03-24 2007-03-22 住友電工ブレーキシステムズ株式会社 Control method of regenerative cooperative brake system
JP4039146B2 (en) * 2001-09-27 2008-01-30 日産自動車株式会社 Braking control device
JP3829925B2 (en) * 2001-11-27 2006-10-04 トヨタ自動車株式会社 Brake control device for vehicle
JP2004306785A (en) * 2003-04-07 2004-11-04 Toyota Motor Corp Braking control device of vehicle
DE602004003852T2 (en) * 2003-04-24 2007-08-30 Nissan Motor Co., Ltd., Yokohama vehicle brake system

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103619676A (en) * 2011-06-17 2014-03-05 普罗蒂恩电子有限公司 A brake system
CN103619676B (en) * 2011-06-17 2018-12-21 普罗蒂恩电子有限公司 Braking system
WO2017029017A1 (en) * 2015-08-14 2017-02-23 Robert Bosch Gmbh Method and device for operating a brake system of a motor vehicle, brake system
CN107921932A (en) * 2015-08-14 2018-04-17 罗伯特·博世有限公司 Method and apparatus, braking system for the braking system for running motor vehicle
CN107921932B (en) * 2015-08-14 2020-06-26 罗伯特·博世有限公司 Method and device for operating a brake system of a motor vehicle, brake system
CN106541933A (en) * 2015-09-21 2017-03-29 上海汽车集团股份有限公司 brake energy recovery control method and system
CN107697048A (en) * 2016-08-09 2018-02-16 丰田自动车株式会社 Brake control apparatus for vehicle
CN107697048B (en) * 2016-08-09 2020-11-10 丰田自动车株式会社 Brake control apparatus for vehicle

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