JP2000264184A - Regenerative cooperation brake controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To resolve lack of a total brake torque at the time of emergency braking with efficiently using regenerative braking, in a regenerative cooperation brake controller obtaining hydraulic brake torque distributed by decompressing a master cylinder pressure at the time of the regenerative braking. SOLUTION: This brake controller has an emergency brake detection means (e) for detecting an emergency brake operation by which a driver requires rapid braking, and an emergency brake response control means (g). When the emergency brake detection means (e) detects the emergency brake operation, the emergency brake response control means (g) operates an emergency brake control means (f) generating a higher brake hydraulic pressure than usual, and simultaneously stops decompression execution of the brake hydraulic pressure by a brake hydraulic pressure decompression means (c) decompressing the brake hydraulic pressure supplied to a wheel cylinder from a master cylinder on the basis of a decompression execution command, with controlling a regenerative brake torque control means (d) controlling a motor current according to a regenerative brake torque command value to execute regenerative brake torque control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a regenerative cooperative brake control device for a vehicle applied to an electric vehicle using a motor as a drive source, a hybrid vehicle using a combination of a motor and an engine as a drive source, and the like. .

[0002]

2. Description of the Related Art Conventionally, a regenerative cooperative brake control device for a vehicle taking measures against emergency braking is disclosed in, for example,
No. 0-264793.

The purpose of this publication is to make it possible to obtain a large braking force in a short period of time during a sudden braking operation while ensuring that an effective amount of energy is used while efficiently using the regenerative braking force. In a braking device that uses both regenerative braking generated through an electric motor (hereinafter referred to as a motor) and mechanical braking using a negative pressure booster, during normal braking, required braking force = regenerative braking force + hydraulic braking force is satisfied. As described above, the boosting capacity of the vacuum booster is controlled by adjusting the pressure of the atmospheric pressure chamber, and when a sudden braking operation is detected, the boosting capacity of the vacuum booster is maximized by introducing atmospheric pressure into the atmospheric pressure chamber. Thus, a technique for increasing the hydraulic braking force at once is disclosed.

[0004]

However, in the above-mentioned conventional regenerative cooperative brake control device for a vehicle, the boosting ability of a negative pressure type booster provided in a stage before the master cylinder is adjusted. The hydraulic braking force at the time of the regenerative braking is a braking force obtained by subtracting the regenerative braking force from the required braking force. On the other hand, a pressure reducing valve is provided in the middle of the oil passage connecting the master cylinder and the wheel cylinder, and the regenerative braking force is subtracted from the required braking force by subtracting the hydraulic braking force acting on the wheel cylinder by reducing the master cylinder pressure. 2. Description of the Related Art A regenerative cooperative brake control device for a vehicle that uses a braking force is known.

Accordingly, when the disclosed technical idea of maximizing the boosting capability of the negative pressure type booster and obtaining a large braking force during emergency braking is applied to the latter vehicle regenerative cooperative brake control device, the regenerative braking is reduced. When emergency braking is performed, even if the boosting capacity of the booster is maximized, the hydraulic braking force acting on the wheel cylinder decreases due to the pressure reduction effect provided by the pressure reducing valve provided at the subsequent stage of the master cylinder. In spite of this, there is a problem that the total braking torque is insufficient.

SUMMARY OF THE INVENTION An object of the present invention is to provide a regenerative cooperative brake control device for a vehicle that obtains a distributed hydraulic braking torque by reducing the master cylinder pressure during regenerative braking while efficiently using regenerative braking. An object of the present invention is to eliminate shortage of the total braking torque at the time of emergency braking.

[0007]

According to the first aspect of the present invention,
As shown in the claim correspondence diagram of FIG. 1, during braking, a total braking torque command value calculating means a for calculating a total braking torque command value which is a braking torque requested by a driver; Braking torque distribution means b for calculating a brake fluid pressure reduction execution command and a regenerative braking torque command value based on the brake fluid pressure; and a brake fluid for reducing the brake fluid pressure supplied from the master cylinder to the wheel cylinder based on the pressure reduction execution command. Pressure reducing means c and regenerative braking torque control means d for controlling motor current based on said regenerative braking torque command value
In a vehicle regenerative cooperative brake control device comprising: a driver provided with emergency brake detection means e for detecting an emergency brake operation requesting sudden braking, and when the emergency brake detection means e detects an emergency brake operation, The emergency brake control means f for generating a brake fluid pressure higher than usual is operated, and the regenerative braking torque control means d performs the regenerative braking torque control while the brake fluid pressure reducing means c reduces the brake fluid pressure. Emergency brake response control means g for canceling the operation is provided.

According to a second aspect of the present invention, in the vehicle regenerative cooperative brake control device according to the first aspect, the total braking torque command value calculating means a is provided with a total braking torque command value based on a sensor signal from a master cylinder pressure sensor. Is calculated.

According to a third aspect of the present invention, in the vehicle regenerative cooperative brake control device according to the first or second aspect, the emergency brake detecting means e is controlled by a brake pedal movement amount or unit detected by a brake stroke sensor. When the difference in the amount of movement of the brake pedal per time is equal to or greater than a set threshold value, it is characterized in that it is means for detecting that an emergency brake operation has been performed.

According to a fourth aspect of the present invention, in the vehicle regenerative cooperative brake control device according to the first to third aspects, the emergency brake control means f boosts the brake fluid pressure generated according to the pedal depression force. And a hydraulic booster type brake assist device for supplying the master cylinder with the hydraulic booster.

According to a fifth aspect of the present invention, in the vehicle regenerative cooperative brake control device according to the first to fourth aspects, the emergency brake corresponding control means g and the emergency brake detection means e detect an emergency brake operation. In this case, the emergency brake control means f for immediately generating a higher brake fluid pressure than usual is operated, the braking torque distribution means b receives the operation signal of the emergency brake control means f, and the regenerative braking torque control means d receives the regenerative braking torque. A torque command value is output, and output of the pressure reduction execution command to the brake fluid pressure reduction means c is stopped.

[0012]

According to the first aspect of the present invention, at the time of braking by a normal brake operation, the total braking torque command value, which is the braking torque requested by the driver, is calculated by the total braking torque command value calculating means a. The braking torque distribution means b calculates a braking fluid pressure reduction execution command and a regenerative braking torque command value based on the total braking torque command value and the vehicle state. , The brake fluid pressure supplied from the master cylinder to the wheel cylinder is reduced, and the regenerative braking torque control means d controls the motor current based on the regenerative braking torque command value.

On the other hand, when the emergency brake detecting means e detects an emergency brake operation requesting a sudden braking by the driver, the emergency brake control means f controls the emergency brake control means f which generates a higher than normal brake fluid pressure. While being operated, while the regenerative braking torque is being controlled by the regenerative braking torque control means d, the reduction of the brake fluid pressure by the brake fluid pressure reducing means c is stopped.

Therefore, in a regenerative cooperative brake control device for a vehicle that obtains a distributed hydraulic braking torque by reducing the master cylinder pressure during regenerative braking, the regenerative braking is performed in both normal braking and emergency braking regardless of the brake operation mode. In the event of an emergency brake, each brake element is effectively used by emergency braking control operation, regenerative braking and suspension of depressurization of the brake fluid pressure while maximizing the total braking performance while using regenerative braking efficiently. By increasing the value, the shortage of the total braking torque at the time of emergency braking can be resolved.

According to the second aspect of the present invention, the total braking torque command value requested by the driver is calculated by the total braking torque command value calculating means a based on a sensor signal from the master cylinder pressure sensor. Therefore, the braking torque required by the driver can be calculated with high accuracy without using an expensive torque sensor such as a brake pedal depression force sensor and using an inexpensive and reliable hydraulic sensor.

According to a third aspect of the present invention, in the emergency brake detecting means e, the threshold value in which the brake pedal movement amount detected by the brake stroke sensor or the brake pedal movement amount difference value per unit time is set. At this time, it is detected that an emergency brake operation is being performed. Therefore, by setting the threshold based on the data obtained by the actual emergency braking operation, the emergency braking operation can be accurately detected.

According to a fourth aspect of the present invention, there is provided a hydraulic booster type brake assist device in which the emergency brake control means f boosts a brake fluid pressure generated in accordance with a pedal depression force and supplies the boosted brake fluid pressure to a master cylinder. , During emergency braking,
By operating the brake assist device, a master cylinder pressure higher than usual is generated. Therefore, the assist control can be performed by the hydraulic pressure control common to the wheel cylinder pressure reduction control.

According to the fifth aspect of the present invention, when the emergency brake operation is detected, the emergency brake control means f for generating a brake fluid pressure higher than normal is activated immediately, and the operation of the emergency brake control means f The signal is received by the braking torque distribution means b, a regenerative braking torque command value is output from the braking torque distribution means b to the regenerative braking torque control means d, and a pressure reduction execution command is issued from the braking torque distribution means b to the braking fluid pressure reduction means c. Is stopped, and emergency brake response control is performed. Therefore, without providing an independent control means as the emergency brake corresponding control means g, an emergency brake control means f having a signal from the emergency brake detection means e as input information;
The emergency brake control can be easily performed by using the braking torque distribution means b using the emergency brake control operation signal as input information.

[0019]

(Embodiment 1) Embodiment 1 is a vehicle regenerative cooperative brake control device according to the first to fifth aspects of the present invention.

First, the configuration will be described.

FIG. 2 is an overall system diagram showing the vehicle regenerative cooperative brake control device according to the first embodiment. The regenerative energy is efficiently reduced by reducing the brake oil pressure during the regenerative braking torque control by the AC synchronous motor. This is an example in which the present invention is applied to a “regenerative cooperative brake control system” to be recovered.

Reference numeral 1 denotes a brake pedal operated by a driver, and includes a brake assist device 2 and a master cylinder 3
(M / C). Reference numeral 18 denotes a brake switch, which transmits the presence or absence of a brake operation to a brake control controller 11 described later.

The brake assist device 2 includes a pump 1
The brake pressure is boosted and supplied to the master cylinder 3 by using the high pressure (sequence controlled by the pressure switch 21) accumulated in the accumulator 20 by 9. This high pressure is also used to release the reduced pressure created by the pressure reducing mechanism described later.

The brake assist device 2 will be described in more detail. The amount of pedal movement of the brake pedal 1 depressed by the driver is detected by a stroke sensor built in the brake assist device 2. When the brake assist controller of the microcomputer incorporated in the brake assist device 2 determines that the emergency braking is required based on the pedal movement amount or the difference value per unit time of the pedal movement amount, the pressure is higher than the pressure due to the pedaling force of the driver. Is generated by the brake assist device 2. Then, the brake assist device 2 transmits the presence or absence of the emergency brake to a brake control controller 11 described later.

Reference numeral 5 denotes a one-stage pressure reducing mechanism (corresponding to the brake fluid pressure reducing means c), which is provided in the middle of a brake oil passage connecting the master cylinder 3 (M / C) and the wheel cylinder 4 (W / C). The relationship between the input pressure (M / C pressure) and the output pressure (W / C pressure) is expressed by a proportional characteristic portion and a relief valve as shown by the solid line in FIG. The decompression function is exhibited by the characteristics combining the characteristic parts. That is, during normal braking, a region surrounded by the dotted line characteristics and the solid line characteristics in FIG. 3 is a pressure reduction region, and the braking torque due to the pressure reduction is supplemented by the motor regenerative braking torque.

Reference numeral 6 denotes an electromagnetic ON / OFF valve provided in an oil passage that bypasses the first-stage pressure reducing mechanism 5. The step pressure reducing mechanism 5 can be disabled.

7 is a stroke control cylinder, 8
And 9 are electromagnetic ON / OFF valves, and 10 is a reservoir. With these combinations, when the brake is depressed, the 1 shown in FIG.
A function for avoiding a feeling of clogging of the pedal stroke (a feeling of stepping on a plate) caused by the one-stage pressure reducing mechanism 5 for obtaining a step-down pressure characteristic, and a brake assist device when the electromagnetic ON / OFF valve 6 is turned off to release the reduced pressure state. 2. It has a function to quickly return to the pressure increase by introducing the high pressure from Step 2.

Reference numeral 17 denotes a master cylinder pressure sensor for measuring a master cylinder pressure (a required amount of braking by a driver).

Reference numeral 11 denotes a brake control controller,
A one-chip microcomputer (or a multi-chip microcomputer realizing the same function) with a built-in CPU, ROM, RAM, digital port, A / D port, and various timer functions;
It is composed of a high-speed communication circuit and each actuator drive circuit.

Reference numeral 16 denotes a driving wheel. Reference numeral 15 denotes an AC synchronous motor connected to the drive wheels 16 via a speed reduction mechanism, which recovers vehicle kinetic energy to the DC battery 13 by drive torque control and regenerative brake control. 1
Reference numeral 4 denotes a DC / AC conversion current control circuit, which is disposed between the DC battery 13 and the AC synchronous motor 15 and converts AC and DC currents based on a three-phase PWM signal from the motor controller 12. Do.

The motor controller 12 (corresponding to the regenerative braking torque control means d) controls the regenerative brake torque based on the regenerative brake torque command value received by communication from the brake controller 11. At the time of driving, drive torque control by the AC synchronous motor 15 is performed. Further, a maximum allowable regenerative torque value determined by the state of charge, temperature, and the like of the DC battery 13 is calculated and transmitted to the brake control controller 11 via communication.

Reference numeral 22 denotes a reserve tank. Also,
FIG. 2 shows the configuration for one wheel cylinder, but the description is omitted for the other three wheels in the same manner.

Next, the operation will be described.

[Brake Assist Control Operation] FIG. 4 is a flowchart showing the flow of the brake assist control operation performed by the brake assist controller built in the brake assist device 2. The routine of FIG. 4 is performed at regular intervals (for example, every 5 msec). Will be implemented. Hereinafter, each step will be described.

In step 40, the amount of movement of the brake pedal 1 detected by the stroke sensor built in the brake assist device 2 is read.

In step 41, a difference between the currently read pedal movement amount and the pedal movement amount read a predetermined number of times ago, that is, a pedal movement amount difference value ΔPS per unit time of the pedal movement amount is calculated.

[0037] At step 42, (corresponding to the emergency brake detecting means e) to test for the pedal movement amount difference value DerutaPS calculated threshold for determining DerutaPS ₀ or whether emergency braking is determined in step 41.

[0038] At step 43, in the ΔPS <ΔPS ₀ determination in step 42, if it is determined that the normal braking, brake assist operation signal FBA = 0 brake control indicating the non-operation of the brake assist device 2 Controller Send to 11.

[0039] At step 44, in ΔPS ≧ ΔPS ₀ is determined in step 42, if it is determined that the emergency braking, brake assist operation signal FBA = 1 the brake controller 11 indicating the operation of the brake assist device 2 Send to

In step 45, a command to activate the brake assist device 2 is issued based on the determination that the emergency braking is being performed, and the brake assist device 2 generates a pressure higher than the pressure due to the pedaling force of the driver (emergency braking). (Corresponds to control means f)).

With the above, one 5 msec JOB ends and the RTS
Proceed to.

[Brake Torque Distribution Control Operation] FIG. 5 is a flowchart showing the flow of the regenerative cooperative brake control operation performed by the brake controller 11. The routine of FIG. 5 is executed at regular intervals (for example, every 5 msec). Hereinafter, each step will be described.

In step 50, the microcomputer A / D
Using a converter, the signal of the master cylinder pressure sensor 17 is measured and converted into a predetermined physical unit to convert the master cylinder pressure P
Calculate mc. Further, the operation signal FBSW from the brake switch 18 is read.

When the brake is activated: FBSW = 1 When the brake is not activated: FBSW = 0 In order to prevent chattering of the operation signal FBSW, the operation signal FBSW is inverted when the brake operation is switched over for a predetermined time. A known technique may be used.

In step 51, the maximum allowable regenerative motor torque Tmmax is read from the high-speed communication reception buffer with the motor controller 12. Further, a brake assist operation signal FBA from the brake assist device 2 is read.

At the time of brake assist operation: FBA = 1 At the time of brake assist non-operation: FBA = 0 In order to prevent chattering of the brake assist operation signal FBA, when the brake assist operation signal is switched, if the brake assist operation signal is continued for a predetermined time, the operation is started. A known technique of inverting the signal FBA may be used.

In step 52, the master cylinder pressure Pmc
Then, the driver braking torque request value Tbdem is calculated using the vehicle specification constant K1 previously stored in the ROM (corresponding to the total braking torque command value calculation means a).

Tbdem = Pmc × constant K1 Constant K1 = wheel cylinder area × brake rotor effective radius × brake friction coefficient In step 53, the regenerative permission flag FRBC is operated according to the following conditions. However, the initial value of the regeneration permission flag FRBC is 0.

(A) Maximum allowable regenerative motor torque Tmmax ≧ constant K2 “Motor controller 12 can accept regenerative brake control” (B) FBSW (5 msec before) = 0 (C) FBSW (current) = 1 “Brake depression” When all three conditions are satisfied: FRBC = 1 Other: FR
BC is not operated. (D) Maximum allowable regenerative motor torque Tmmax <constant K2 "Motor controller 12 cannot accept regenerative brake control." (E) FBSW (current) = 0 "When brake foot is released." The above two conditions are satisfied. Time: FRBC = 0 Other: FRBC
In step 54, the regeneration permission flag FRBC is determined, and the process is divided according to the regeneration permission flag FRBC.

If FRBC = 1: proceed to step 55 If FRBC = 0: proceed to step 59 In step 55, since the regeneration is permitted, the driver braking torque request value Tbdem is replaced with the hydraulic brake torque command value Tbcom and the regenerative brake torque command. The distribution calculation is performed on the value Tmcom (corresponding to the braking torque distribution means b).

When Tbdem ≧ Tmmax: Tbcom = Tbdem−
Tmmax, Tmcom = Tmmax Tbdem <Tmmax: Tbcom = 0, Tmcom = Tbdem In step 56, the necessity of the one-stage pressure reducing mechanism 5 is determined according to the presence or absence of the brake assist operation signal FBA.

In the case of FBA = 0: proceed to step 57 In the case of FBA = 1: proceed to step 58
The electromagnetic ON / OFF valve 6 is turned on (closed) in order to make the stage pressure reducing mechanism 5 effective. At the same time, in order to avoid the feeling of clogging of the pedal stroke caused by the one-stage pressure reducing mechanism 5,
The stroke control cylinder 7, the electromagnetic ON / OFF valves 8 and 9, and the reservoir 10 function.

In step 58, since the brake assist operation is performed, the electromagnetic ON / OFF is performed to invalidate the one-stage pressure reducing mechanism 5.
The valve 6 is turned off (open). At the same time, the electromagnetic valve 6
Is turned off to release the pressure reduction state, the stroke control cylinder 7 and the electromagnetic ON / O are used to quickly recover from the pressure increase by introducing the high pressure from the brake assist device 2.
The FF valves 8 and 9 and the reservoir 10 are operated.

In step 59, since the regeneration is not permitted according to the determination in step 54, the driver braking torque request value T
bdem is distributed only to the hydraulic brake torque command value Tbcom, and the regenerative brake torque command value Tmcom = 0.

Tbdem = Tbcom, Tmcom = 0 However, in order to prevent the regenerative brake torque command value Tmcom from suddenly becoming zero, a known technique of gradually subtracting Tmcom may be used.

In step 60, since regeneration is not permitted, the regenerative cooperative brake control is terminated. The electromagnetic ON / OFF valve 6 is turned off (open) to invalidate the one-stage pressure reducing mechanism 5. At the same time, when the electromagnetic valve 6 is turned off to release the reduced pressure state, the stroke control cylinder 7 and the electromagnetic ON / OFF valve 8 are used to introduce the high pressure from the brake assist device 2 and perform a quick pressure increase return. 9. Reservoir 1
0 works.

In step 61, the regenerative brake torque command value Tmcom is transmitted to the motor controller 12 using high-speed communication. Also, the result of the current calculation is stored.

FBSW (before 5 msec) = FBSW (this time) With the above, one 5 msec JOB is completed, and the process proceeds to RTS.

[Normal Brake] During braking by a normal brake operation with regenerative permission, in the flowchart of FIG. 4, the flow proceeds from step 40 to step 41 to step 42 to step 43, and the deactivation of the brake assist device 2 is performed. Brake assist operation signal FBA = 0 shown
Is transmitted to the brake control controller 11. Then, in the flowchart of FIG. 5, step 50 → step 51 → step 52 → step 53 → step 5
The flow proceeds from 4 → Step 55 → Step 56 → Step 57 → Step 61, and the regenerative cooperative brake control is executed.

That is, the required driver braking torque value Tbdem required by the driver is calculated in step 52 of FIG. 5, and the driver braking torque required value Tbdem is distributed to the hydraulic brake torque command value Tbcom and the regenerative brake torque command value Tmcom in step 55. Then, the braking oil pressure supplied from the master cylinder 3 to the wheel cylinder 4 is reduced by the one-stage pressure reducing mechanism 5 based on the one-stage pressure reducing execution command in step 57, and the regenerative brake torque command value is transmitted in step 61. Based on this, the motor current is controlled by the motor controller 12 to obtain the regenerative braking torque.

[Emergency Braking] At the time of braking by an emergency brake operation with regeneration allowed, the flow proceeds from step 40 to step 41 to step 42 to step 44 to step 45 in the flowchart of FIG. Is transmitted to the brake controller 11. Then, in the flowchart of FIG. 5, step 50 → step 51 → step 52 → step 53 → step 54 → step 55 → step 56 → step 5
8 → The flow proceeds to step 61.

That is, when the driver detects an emergency braking operation requesting rapid braking in step 42 in FIG. 4, the brake assist controller 2 applies a pressure higher than the pressure due to the driver's depression force on the brake assist controller side.
Occurs, producing a higher than normal master cylinder pressure.
On the other hand, the brake control controller 11 receives the brake assist operation signal FBA = 1, and while the motor control controller 12 performs the control for obtaining the regenerative brake torque as it is, based on the stop command of the one-stage pressure reduction in step 58, The master cylinder pressure assisted to a higher pressure is directly supplied to the wheel cylinder 4 without being reduced by the one-stage pressure reducing mechanism 5.

Next, the effects will be described.

(1) In a regenerative cooperative brake control device for a vehicle that obtains a distributed hydraulic braking torque by reducing the master cylinder pressure during regenerative braking, regardless of the brake operation mode, regenerative braking is performed during both normal braking and emergency braking. In the event of an emergency brake, each brake element is enabled by operating the brake assist device 2, performing regenerative brake control, and stopping the decompression by the one-stage pressure-reducing mechanism 5 for the brake hydraulic pressure while performing regenerative braking efficiently by performing In this way, it is possible to eliminate shortage of the total braking torque at the time of emergency braking by maximizing the total braking performance.

FIG. 6 shows a case in which the conventional technical idea of maximizing the boosting capacity and obtaining a large braking force during emergency braking is applied to a regenerative cooperative brake control device for a vehicle that reduces the master cylinder pressure during regenerative braking. In the emergency braking time chart, in the case of an emergency braking in which the driver requests sudden braking, the master cylinder pressure is higher than usual. The oil passage is switched so that the pressure reducing mechanism is activated at the same time as the braking operation, and the regenerative cooperative brake control is activated. If the motor does not generate the regenerative brake torque according to the regenerative brake torque command value, the total braking torque will be insufficient for the regenerative brake torque that the motor has not generated because there is a decompression amount. Occurs.

On the other hand, in the case of Embodiment 1, FIG.
As shown in the time chart, in the case of an emergency brake in which the driver requests rapid braking, the master cylinder pressure is higher than usual. The oil passage is switched so that the one-stage pressure reducing mechanism 5 becomes effective at the same time as the braking operation, and the regenerative cooperative brake control is activated. However, when it is determined that the emergency braking is performed, the oil passage is switched so that the one-stage pressure reducing mechanism 5 is invalidated, the pressure is increased by the one-stage pressure reduction, and at the same time, the motor 15 generates the regenerative braking torque. .
Even if the motor 15 does not generate the regenerative brake torque according to the regenerative brake torque command value Tmcom, 1
Since the amount of step pressure reduction has been recovered, there is no shortage of total braking torque, and there is no shortage of braking force during emergency braking.

The total braking torque is increased by the amount of the regenerative braking torque generated by the motor 15, but this is not a problem because the emergency braking is performed. And even in the case of emergency braking, there is an effect that regenerative braking can be used efficiently. Further, the motor 15 is connected to the regenerative brake torque T
Even when the regenerative braking torque is generated at mcom or more, the total braking torque increases, but this is not a problem because the emergency braking is performed.

(2) Since the driver braking torque request value Tbdem is calculated based on the sensor signal from the master cylinder pressure sensor 17, the cost can be reduced without using an expensive torque sensor such as a brake pedal depression force sensor. Thus, it is possible to accurately calculate the braking torque required by the driver while using the oil pressure sensor which has been established for reliability.

In [0069] (3) Based on the brake pedal movement amount detected by the brake stroke sensor incorporated in the brake assist device 2, the brake pedal movement amount difference value per unit time DerutaBP set threshold DerutaBP ₀ or more since it is detected as a time of emergency brake operation when there, by setting the threshold DerutaBP ₀ based on obtained in actual emergency brake operation data, it is possible to accurately detect the emergency braking operation.

(4) The emergency brake control means for increasing the braking force at the time of emergency braking is the hydraulic booster type brake assist device 2 which boosts the brake fluid pressure generated according to the pedal depression force and supplies it to the master cylinder 3. Therefore, the assist control can be performed by the hydraulic pressure control common to the wheel cylinder pressure reduction control.

(5) When the emergency brake operation is detected, the brake assist device 2 that immediately generates a master cylinder pressure higher than usual is activated, and the brake control controller 11 receives the operation signal FBA of the brake assist device 2, A regenerative brake torque command value Tmcom is output to the motor control controller 12, an OFF signal for stopping the pressure reduction by the one-stage pressure reducing mechanism 5 is output to the electromagnetic ON / OFF valve 6, and emergency brake control is performed.

Therefore, the brake assist device 2 having a built-in brake stroke sensor and an assist controller and a simple program for a regenerative cooperative brake control routine in the brake controller 11 are provided without providing independent control means as emergency brake corresponding control means. The emergency brake response control can be performed by the change.

(Other Embodiments) In the first embodiment, an example of the total braking torque command value calculating means for assuming the total braking torque based on the master cylinder pressure information from the master cylinder pressure sensor has been described. A means for calculating the total braking torque by assuming the other braking means by a sensor or the like may be used.

In the first embodiment, an example has been described in which the hydraulic booster type brake assist device is used as the emergency brake control means. However, any means capable of increasing the braking force at the time of emergency braking can be used as a negative pressure type brake assist device. Other emergency brake control means such as the above may be used.

In the first embodiment, an example has been shown in which the brake assist device is operated during emergency braking without operating the brake assist device during normal braking. The control may be such that the assist level is low during normal braking and the assist level is high during emergency braking, and furthermore, the faster the brake depressing operation, the higher the assist level.

In the first embodiment, an example is shown in which the brake assist device and the regenerative cooperative brake control are used as emergency brake corresponding control means. For example, the emergency brake control and the pressure reduction control are performed by the brake controller based on the emergency brake detection. May be set to an independent emergency brake corresponding control unit that adjusts.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims showing a regenerative cooperative brake control device for a vehicle according to the present invention.

FIG. 2 is an overall system diagram showing a vehicle regenerative cooperative brake control device according to the first embodiment.

FIG. 3 is a pressure reduction characteristic diagram during braking regeneration by a one-stage pressure reduction mechanism of the vehicle regenerative cooperative brake control device of the first embodiment.

FIG. 4 is a flowchart illustrating a flow of a brake assist control operation performed by a brake assist controller built in the brake assist device of the vehicle regenerative cooperative brake control device according to the first embodiment.

FIG. 5 is a flowchart showing a flow of a regenerative cooperative brake control operation performed by a brake control controller of the vehicle regenerative cooperative brake control device of the first embodiment.

FIG. 6 is a time chart for explaining a regenerative cooperative brake control operation at the time of emergency braking in a vehicle regenerative cooperative brake control device to which the conventional technical concept is applied.

FIG. 7 is a time chart illustrating a regenerative cooperative brake control operation at the time of emergency braking in the vehicle regenerative cooperative brake control device of the first embodiment.

[Explanation of symbols]

 a total braking torque command value calculation means b braking torque distribution means c brake fluid pressure reducing means d regenerative braking torque control means e emergency brake detection means f emergency brake control means g emergency brake corresponding control means

Continued on the front page F term (reference) 3D046 AA09 BB00 CC02 CC06 EE01 HH02 HH16 KK07 LL11 LL23 LL30 LL44 5H115 PG04 PI16 PO17 PU10 QE10 QI04 QI07 QI12 QN03 QN12 RB22 SE04 SJ13 TO24 TO26 TZ06

Claims (5)

[Claims] 1. A total braking torque command value calculating means for calculating a total braking torque command value which is a braking torque requested by a driver during braking, and a brake fluid pressure based on the total braking torque command value and a vehicle state. Braking torque distribution means for calculating a pressure reduction execution command and a regenerative braking torque command value; brake fluid pressure reduction means for reducing the brake fluid pressure supplied from the master cylinder to the wheel cylinder based on the pressure reduction execution command; A regenerative braking torque control means for controlling a motor current based on a torque command value; anda regenerative cooperative brake control device for a vehicle, comprising: an emergency brake detecting means for detecting an emergency brake operation in which a driver requests a sudden braking; When the emergency brake detection means detects an emergency brake operation, the emergency brake control means generates a higher brake fluid pressure than normal. Emergency brake corresponding control means for operating the gear and stopping the reduction of the brake fluid pressure by the brake fluid pressure reducing means while performing the regenerative braking torque control by the regenerative braking torque control means is provided. Vehicle regenerative cooperative brake control device. 2. The regenerative cooperative brake control device for a vehicle according to claim 1, wherein said total braking torque command value calculating means is means for calculating a total braking torque command value based on a sensor signal from a master cylinder pressure sensor. A regenerative cooperative brake control device for a vehicle, characterized in that: 3. The regenerative cooperative brake control device for a vehicle according to claim 1, wherein the emergency brake detection means is configured to detect a brake pedal movement amount detected by a brake stroke sensor or a brake pedal movement amount per unit time. A regenerative cooperative brake control device for a vehicle, characterized in that it is means for detecting that an emergency brake operation has been performed when the difference value is equal to or greater than a set threshold value. 4. The regenerative cooperative brake control device for a vehicle according to claim 1, wherein the emergency brake control means boosts a brake fluid pressure generated according to a pedal depression force and supplies the boosted brake fluid pressure to a master cylinder. A regenerative cooperative brake control device for a vehicle, comprising a hydraulic booster type brake assist device. 5. The regenerative cooperative brake control device for a vehicle according to claim 1, wherein the emergency brake corresponding control means is configured to perform braking higher than normal immediately when the emergency brake detection means detects an emergency brake operation. Activating the emergency brake control means for generating hydraulic pressure, the braking torque distribution means receiving an operation signal of the emergency brake control means, outputting a regenerative braking torque command value to the regenerative braking torque control means, A regenerative cooperative brake control device for a vehicle, characterized in that the output of the pressure reduction execution command is stopped.