JP2002220044A - Brake system for vehicle and controlling method for brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake system for vehicle capable of applying brakes to individual axles and of actuating only an optimum blending control and mechanical brakes. SOLUTION: The brake system for vehicle is equipped with motors 12a, 12b, 12d to conduct braking of axles 13a, 13b, 13d, a first group 11a, a second group 11b, and a fourth group of inverters 11d, mechanical brakes 16a-16d, a brake control device 14 to emit a brake pattern signal and mechanical braking force signal, and electropneumatic proportional relay valves 15a-15d to give mechanical braking forces to individual mechanical brakes 16a-16d.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake system for a vehicle such as an electric vehicle having a motor and a method of controlling a vehicle brake, and more particularly to a brake system and a vehicle for an electric vehicle having one or more motors per vehicle. The present invention relates to a brake control method for a vehicle.

[0002]

2. Description of the Related Art FIG. 4 is a diagram showing a configuration of a conventional brake system for a railway electric vehicle. In FIG. 4, the brake system includes a motor 52 for braking an axle 53 (in FIG. 4, first to fourth axles) connected to wheels (not shown) of an electric vehicle, and a PWM (Pulse Widt
h Modulation) A variable voltage variable frequency (VVVF) inverter 51 for controlling the rotation of the motor 52 by outputting a variable voltage and an alternating voltage having a variable frequency by control and the like, and a mechanical brake such as an air brake provided on each axle 53. 56, a brake pattern signal for outputting a predetermined electric braking force based on a brake notch signal from a notch system (not shown) provided in the vehicle cab, which has a receiving device and an EP valve. To VVVF
In addition to outputting to the inverter 51, a regenerative feedback signal corresponding to the actual electric braking force is received from the VVVF inverter 51, and a mechanical braking force such as an air braking force is determined based on the regenerative feedback signal and the brake pattern signal. And a relay valve 55 that collectively applies a mechanical braking force according to the mechanical braking force signal from the brake controlling device 54 to each of the mechanical brakes 56. .

FIG. 5 shows a brake control device 5 shown in FIG.
FIG. 4 is a block diagram showing a function of No. 4. In FIG. 5, the brake control device 54 includes an electric braking force calculation unit 61 that calculates an electric braking force based on a brake notch signal from a notch system (not shown) installed in a vehicle cab, A blending control calculator 6 for calculating an electric brake force and a mechanical brake force required for braking based on the calculation result of the brake force calculator 61 and the regenerative feedback signal from the VVVF inverter 51 (FIG. 4).
2, the operation of the electric brake and the mechanical brake 56 by the motor 52 (FIG. 4) is adjusted in accordance with the electric brake force and the mechanical brake force received from the blending control calculation unit 62, and the actual electric brake force and the mechanical brake force are adjusted. A delay control arithmetic unit 63 for calculating the braking force, and outputs a brake pattern signal to the VVVF inverter 51 based on the electric braking force calculated by the delay control arithmetic unit 63, and calculates the braking pattern signal. Vehicle brake force output unit 64 that controls relay valve 55 based on mechanical brake force
And

FIG. 6 is a flowchart showing the operation of the conventional brake system shown in FIGS. 4 and 5. Hereinafter, a brake control method for a railway electric vehicle using a conventional brake system will be described with reference to FIGS. Note that, in the following description, a vehicle formed by uniting a vehicle having a motor (hereinafter, also simply referred to as "M vehicle") and a trailer vehicle having no motor (hereinafter, also simply referred to as "T vehicle") will be described. I do.

[0005] In FIGS. 4 to 6, first, a receiving device and E
The brake control device 54 having a P-valve (Electro-Pneumatic change valve) receives a brake command signal (not shown) from a notch system (not shown) provided in the driver's cab, and is necessary for unit formation. The braking force is calculated (Step 701).

[0006] Next, the electric braking force calculation unit 61 of the brake control device 54 includes a VVVF inverter 51 and a motor 5.
An electric braking force (electrically controlled brake pattern amount, hereinafter, also simply referred to as “electrically controlled BP amount”) required for the M vehicle to be paid in step 2 is calculated (step 702).

In the VVVF inverter 51, the actual electric braking force (regenerative feedback amount, hereinafter simply referred to as "regenerative F
B amount), and outputs it to the brake control device 54 as a regenerative FB signal (step 703).

The brake control unit 54 receives the regenerative FB signal from the VVVF inverter 51, and compares the regenerative FB amount with the electronic control BP amount (step 704).

If the regenerative FB amount is equal to or smaller than the electronically controlled BP amount in step 704, the blending control calculation unit 62 of the brake control device 54 calculates the supplementary mechanical braking force amount required for the T car (= electrically controlled BP amount−regenerated FB amount). Is calculated (step 705).

The supplementary mechanical braking force calculated here is adjusted by the delay control calculating unit 63 and output from the vehicle braking force output unit 64 as a mechanical braking force signal. The relay valve 55 controls the mechanical brake 56 based on the mechanical brake force signal from the brake control device 54, and supplements the mechanical brake force of the T car regardless of the sliding of each axle 53 (Step 706). In this way, a combined braking force required for stopping the vehicle can be obtained.

On the other hand, if the regenerative FB amount is larger than the electronic control BP amount in step 704, it is determined whether or not the M vehicle is slid based on the drive frequency from the motor 52 (step 707).

If no sliding occurs in the M car (step 707), it means that normal brake braking is being performed, and the brake control of the vehicle is performed with the electric brake alone without supplementing the mechanical brake. Do (Step 70)
8).

On the other hand, if it is determined in step 707 that the vehicle M is sliding, the VVVF inverter 51 narrows the current output to the motor 52 and controls the driving of the motor 52 to suppress the sliding. Appropriate vehicle brake control is performed (step 709). In this way, by providing a mechanical brake in each vehicle, it is possible to cope with a case where the braking force of the unit formation cannot be covered only by the electric braking force.

[0014]

SUMMARY OF THE INVENTION However, FIGS.
According to the conventional vehicle brake system and the control method of the vehicle brake as shown in FIG.
Since all axles operate collectively for each vehicle, there has been a problem that optimal blending control between electric braking force and mechanical braking force cannot be performed.

[0015] For this reason, there is a problem that when only a part of the wheels is slid, the mechanical braking force of only the slid wheels cannot be supplemented.

In one vehicle, an axle connected to the motor (hereinafter, also simply referred to as "M axis") and an axle not connected to the motor (hereinafter, also simply referred to as "T axis") are mixed. In such a case, the electric braking force cannot be obtained on the T axis, so that there is a problem that the braking force is insufficient with only the supplemented mechanical braking force.

The present invention has been made in view of such a problem, and an object of the present invention is to apply an electric braking force and a mechanical braking force to each axis, thereby performing optimal blending control. Another object of the present invention is to provide a vehicular brake system and a vehicular brake control method capable of operating only a mechanical brake independently of blending control.

[0018]

In order to solve the above problems, a vehicle brake system according to the present invention is a vehicle brake system used for a vehicle such as an electric vehicle,
One or more motors for braking an axle connected to wheels of an electric vehicle, and one or more motors that are individually connected to each of the motors and output an AC voltage to control rotation of the connected motors. Inverters, mechanical brakes individually provided for each axle, and a brake pattern signal for outputting a predetermined electric braking force based on the brake notch signal are output independently to each inverter, and each inverter is Brake control that receives the regenerative feedback signal corresponding to the actual electric braking force individually from, determines the mechanical braking force for each axle based on each regenerative feedback signal and the brake pattern signal, and outputs the mechanical braking force signal Means for applying mechanical braking force to each mechanical brake in accordance with the mechanical braking force signal from the brake control means. Characterized in that it comprises a valve, the.

Here, the brake control means includes an electric braking force calculating means for calculating an electric braking force for each axle based on the brake notch signal, a calculation result of the electric braking force calculating means, and a regenerative feedback from each inverter. A blending control calculating means for calculating an electric braking force and a mechanical braking force required for braking for each axle based on the signals, respectively; and a brake pattern based on the electric braking force and the mechanical braking force received from the blending control calculating means. Vehicle braking force output means for outputting a signal and a mechanical braking force signal to the relay valve may be provided.

Further, the brake control means further adjusts the operation of the motor and the mechanical brake in accordance with the electric brake force and the mechanical brake force received from the blending control calculation means, so that the actual electric brake force and the mechanical brake force are adjusted. A vehicle braking force output unit that outputs a brake pattern signal to each inverter based on the electric braking force calculated by the delaying control calculation unit, and a blending control calculation unit; A mechanical braking force signal may be output to the relay valve based on the mechanical braking force calculated by the delay control arithmetic unit.

Here, the inverter is a VV that outputs a variable voltage and a variable frequency AC voltage by PWM control or the like.
It is good to use a VF inverter. Also, mechanical brakes
Can be an air brake. In addition, the relay valve
It can be an electropneumatic proportional relay valve.

In order to solve the above-mentioned problems, a vehicle brake control method according to a first aspect of the present invention is a vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle. Calculating an electric braking force for each axle based on the brake notch signal, outputting a brake pattern signal for each axle based on the electric braking force, and calculating an electric braking force for each axle based on the brake pattern signal. Activate the brake and output a regenerative feedback signal indicating the operating state of the electric brake for each axle,
A mechanical brake is controlled for each axle based on a brake pattern signal and a regenerative feedback signal.

In order to solve the above problems, a vehicle brake control method according to a second aspect of the present invention is a vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle. Calculating an electric braking force for each axle based on the brake notch signal, outputting a brake pattern signal for each axle based on the electric braking force, and calculating an electric braking force for each axle based on the brake pattern signal. Activate the brake and output a regenerative feedback signal indicating the operating state of the electric brake for each axle,
A mechanical brake is controlled for each axle based on the brake pattern signal and the regenerative feedback signal, and it is determined whether or not any one of the axles is sliding. And / or narrowing down mechanical brakes.

In order to solve the above-mentioned problems, a vehicle brake control method according to a third aspect of the present invention is a vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle. Calculating an electric braking force for each axle based on the brake notch signal, outputting a brake pattern signal for each axle based on the electric braking force, and calculating an electric braking force for each axle based on the brake pattern signal. Activate the brake and output a regenerative feedback signal indicating the operating state of the electric brake for each axle,
Comparing the brake pattern signal and the regenerative feedback signal, if the brake pattern amount indicated by the brake pattern signal is smaller than the feedback amount indicated by the regenerative feedback signal, supplement the mechanical braking force for each axle,
It is characterized by the following.

In order to solve the above-mentioned problems, a vehicle brake control method according to a fourth aspect of the present invention is a vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle. Calculating an electric braking force for each axle based on the brake notch signal, outputting a brake pattern signal for each axle based on the electric braking force, and calculating an electric braking force for each axle based on the brake pattern signal. Activate the brake and output a regenerative feedback signal indicating the operating state of the electric brake for each axle,
Comparing the brake pattern signal and the regenerative feedback signal, if the amount of the brake pattern indicated by the brake pattern signal is smaller than the amount of feedback indicated by the regenerative feedback signal, supplement the mechanical braking force for each axle, And determining whether or not a skid is occurring, and narrowing down the electric brake and / or the mechanical brake for the axle where the skid is occurring.

According to the vehicle brake system and the vehicle brake control method described above, the braking force can be controlled for each axle of each vehicle, so that the electric braking force and the mechanical braking force are applied to each axle. Can be done.

[0027]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle brake system and a vehicle brake control method according to the present invention will be described in detail with reference to the drawings. In the following, the vehicle brake system and the vehicle brake control method of the present invention will be described using a railway vehicle.

FIG. 1 is a diagram showing the configuration of a brake system for a railway electric vehicle according to the present invention. In FIG.
This braking system is used for electric vehicle wheels (not shown).
, Second, and fourth axles 13a, 13b, 13
d, motors 12a, 12b, and 12d for braking, and PW
A variable voltage and a variable frequency AC voltage are output by M (Pulse Width Modulation) control, etc.
VVVF (Variable) that controls the rotation drive of 2b and 12d
Voltage Variable Frequency) first, second and fourth group inverters 11a, 11b, 11d such as inverters
And mechanical brakes 16a to 16d such as air brakes provided on each of the axles 13a to 13d, a receiving device and an EP valve (El valve).
ectro-Pneumatic change valve), and outputs a brake pattern signal for outputting a predetermined electric braking force based on a brake notch signal from a notch system (not shown) installed in the vehicle cab. Independently output to the inverters 11a, 11b, and 11d, respectively, a regenerative feedback signal corresponding to the actual electric braking force is individually received from each of the inverters 11a, 11b, and 11d, and each regenerative feedback signal and a brake pattern signal are output. A brake control device 14 that determines a mechanical braking force such as an air braking force for each of the axles 13a to 13d and outputs a mechanical braking force signal, and a mechanical brake corresponding to the mechanical braking force signal from the brake control device 14. And electro-pneumatic proportional relay valves 15a to 15d for applying force to respective mechanical brakes 16a to 16d. , Is provided.

FIG. 2 shows the brake control device 1 shown in FIG.
FIG. 4 is a block diagram showing a function of No. 4. In FIG. 2, the brake control device 14 calculates an electric braking force for each axle 11a, 11b, 11d based on a brake notch signal from a notch system (not shown) installed in a vehicle cab. The electric brake force calculation unit 21, the calculation result of the electric brake force calculation unit 21,
a blending control calculation unit 22 for calculating an electric brake force and a mechanical brake force required for braking for each axle 11a to 11d based on the regenerative feedback signals from a, 11b, and 11d (FIG. 1); The electric brake and the mechanical brake 16a, 16b, 16d by the motors 12a, 12b, 12d (FIG. 1) according to the electric brake force and the mechanical brake force received from the calculation unit 22.
The delay adjustment control calculation unit 23 calculates the actual electric braking force and the mechanical braking force, and the inverter 11a converts the brake pattern signal based on the electrical braking force calculated by the delay control calculation unit 23. , 11b,
11d, and outputs a mechanical braking force signal based on the mechanical braking force calculated by the blending control calculating unit 22 and the delay control calculating unit 23.
And a braking force output unit 24 that outputs the force to the 5d.

FIG. 3 is a flowchart showing the operation of the brake system of the present invention shown in FIGS. Hereinafter, a brake control method for a railway electric vehicle using the brake system of the present invention will be described with reference to FIGS. In the following description, one vehicle constituted by an axle having a motor (hereinafter, also simply referred to as "M axis") and an axle having no motor (hereinafter, also simply referred to as "T axis") will be described. .

In FIG. 1 to FIG. 3, first, a brake command signal from a notch system (not shown) provided in a driver's cab is received, and a braking force required for each vehicle is calculated (step 301).

Next, the electric brake force calculating section 21 of the brake control device 14 of each vehicle is controlled by the M-axis 13a, 13b, 13
An electric braking force (electrically controlled braking pattern amount, hereinafter, also simply referred to as “electrically controlled BP amount”) to be borne by the entirety d is calculated (step 302).

Next, the electric braking force calculation unit 21 checks the number of M-axes provided on the vehicle,
Electric braking force (Electric control BP)
Is calculated (step 303).

Each of the inverters 11a, 11b, 11d
Then, the actual electric braking force (regenerative feedback amount, hereinafter simply referred to as “regenerative F”) that is borne by each inverter 11a, 11b, 11d and each motor 12a, 12b, 12d.
B amount) is individually calculated and individually output to the brake control device 14 as respective regenerative FB signals (step 304).

The brake control device 14 controls each inverter 1
The regenerative FB signal is received from each of 1a, 11b, and 11d, and the regenerative FB amount and the electronically controlled BP amount for each of the M axes 13a, 13b, and 13d are compared (step 305).

If the regenerative FB amount is equal to or less than the electronically controlled BP amount in step 305, the blending control calculation unit 22 of the brake control device 14 controls each T axis (the T axis 13 in FIG. 1).
c) T-axis mechanical braking force required (=） Electrical control B)
(P amount-regenerative FB amount / number of T axes) and M axis necessary supplementary mechanical braking force amount are individually calculated (step 306).

The supplementary mechanical braking force calculated here is individually adjusted by the delay control operation unit 23. A mechanical braking force signal is output from the vehicle braking force output unit 14 for each of the axles 13a to 13d according to the adjusted supplementary mechanical braking force and the T-axis mechanical braking force. The static proportional relay valves 15a to 15d respectively provide mechanical brakes 16 based on mechanical brake force signals from the brake control device 14.
a to 16d are individually controlled to supplement the mechanical braking force to each axle 13a to 13d (step 307).

Next, it is individually determined whether or not each of the axles 13a to 13d is slid (step 308).

If it is determined in step 308 that gliding has occurred on the M axis, the current output to the motor is narrowed down by the inverter in which gliding has occurred, and driving of the motor is controlled to suppress gliding. Car brake control.
When it is determined that the T-axis is skating, the mechanical brake is controlled by the electro-pneumatic proportional relay valve of the T-axis where the skating is occurring, the mechanical braking force is reduced to suppress the skating, and an appropriate vehicle is controlled. The brake control of is performed. (Step 30
9). In this way, a combined braking force required for stopping the vehicle can be obtained.

On the other hand, if the regenerative FB amount is larger than the electronically controlled BP amount in step 305, each of the M axes 13a, 13b, 1
It is determined whether or not a slide is occurring in 3d (step 310).

If no sliding has occurred on the M axis (step 310), it means that normal brake braking has been performed, and the brake control of the vehicle is performed with the electric brake alone without supplementing the mechanical brake. Do (Step 31)
1).

On the other hand, if it is determined in step 310 that any of the M axes is slid, the inverter of the M axis in which the slid occurs narrows the current output to the motor, and Driving is controlled to suppress skidding, and appropriate vehicle brake control is performed (step 312).

As described above, the braking force can be controlled for each axle of each vehicle, so that the electric braking force and the mechanical braking force can be applied to each axle, whereby optimal blending control can be performed. In addition, only the mechanical brake can be operated independently of the blending control.

The embodiments of the vehicle brake system and the vehicle brake control method according to the present invention have been described above. However, the present invention can be applied to not only railway vehicles but also general electric vehicles such as electric vehicles. .

[0045]

As described above, according to the vehicle brake system and the vehicle brake control method of the present invention, the braking force can be controlled for each axle of each vehicle. A braking force and a mechanical braking force can be applied, whereby optimal blending control can be performed, and only the mechanical brake can be operated independently of the blending control.

[Brief description of the drawings]

FIG. 1 is a schematic view showing an embodiment of a vehicle brake system according to the present invention.

FIG. 2 is a schematic diagram showing a configuration of a brake control device according to the present invention.

FIG. 3 is a flowchart showing a method of controlling a vehicle brake by the vehicle brake system of the present invention.

FIG. 4 is a schematic view showing an embodiment of a conventional vehicle brake system.

FIG. 5 is a schematic diagram showing a configuration of a conventional brake control device.

FIG. 6 is a flowchart showing a method of controlling a vehicle brake by a conventional vehicle brake system.

[Explanation of symbols]

 11a, 11b, 11c, 11d, 51 Inverter 12a, 12b, 12d, 52 Motor 13a, 13b, 13c, 13d, 53 Axle 14, 54 Brake control device 15a, 15b, 15c, 15d Electro-pneumatic proportional relay valve 16a, 16b, 16c, 16d, 56 Mechanical brake 21, 61 M-axis required electric brake force calculation unit 22, 62 Blending control unit 23, 63 Delay control control calculation unit 24, 64 Brake force output unit 55 Relay valve

Continued on the front page (72) Inventor Takumasa Uesugi 38-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Masakazu Kanai 7-2-14-2 Toyo, Koyo-ku, Tokyo Toyo MK Building Shinko Electric Co., Ltd. (72) Inventor Yasuhiro Takeuchi 7-2-14 Toyo, Koyo-ku, Tokyo Toyo MK Building Shinko Electric Co., Ltd. F-term (reference) 3D046 AA07 BB03 CC01 CC03 CC06 HH02 JJ00 LL22 3D048 AA04 BB21 BB25 BB34 CC53 DD03 5H115 PA10 PU01 PV10 QE10 QE14 QI04 QI08 SE03 SJ11 TO23 TW07

Claims (10)

[Claims] 1. A vehicle brake system used for a vehicle such as an electric vehicle, comprising: one or more motors for braking an axle connected to wheels of an electric vehicle; And one or more inverters that output an AC voltage to control the rotation of the connected motor, mechanical brakes individually provided for each axle, and a predetermined electric braking force based on a brake notch signal. Output a brake pattern signal to each inverter independently, and individually receive a regenerative feedback signal corresponding to the actual electric braking force from each inverter, and output each regenerative feedback signal and the brake pattern signal. Brake control means for determining a mechanical braking force for each axle based on the Vehicle brake system, characterized in that it comprises a relay valve, the providing mechanical braking force corresponding to the mechanical braking force signal from the brake control means each of the machine brake. 2. An electric brake force calculating means for calculating an electric braking force for each axle based on a brake notch signal, a brake control means comprising: a calculating result of the electric braking force calculating means; Based on the feedback signal, a blending control calculating means for calculating an electric braking force and a mechanical braking force required for braking for each axle, respectively, based on the electric braking force and the mechanical braking force received from the blending control calculating means. The vehicle brake system according to claim 1, further comprising: a vehicle brake force output unit that outputs a brake pattern signal and a mechanical brake force signal to the relay valve. 3. The brake control means further adjusts the operation of the motor and the mechanical brake according to the electric brake force and the mechanical brake force received from the blending control calculation means, and controls the actual electric brake. The vehicle brake force output means outputs a brake pattern signal to each inverter based on the electric braking force calculated by the delay control arithmetic means. 3. The vehicle brake system according to claim 2, wherein a mechanical braking force signal is output to the relay valve based on the mechanical braking force calculated by the blending control calculating means and the delay control calculating means. . 4. The inverter according to claim 1, wherein the inverter is a PWM (Pulse Widt).
hV) (Variable Voltage Var) that outputs a variable voltage and a variable frequency AC voltage by control or the like.
4. The vehicle brake system according to claim 1, wherein the vehicle brake system is an inverter. 5. The vehicle brake system according to claim 1, wherein the mechanical brake is an air brake. 6. The vehicle brake system according to claim 1, wherein the relay valve is an electropneumatic proportional relay valve. 7. A vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle, comprising: calculating an electric braking force for each axle based on a brake notch signal; Based on the force, a brake pattern signal is output for each axle, and based on the brake pattern signal, an electric brake is operated for each axle, and a regenerative feedback signal indicating an operation state of the electric brake for each axle is output. Outputting a brake pattern signal and controlling the mechanical brake for each axle based on the regenerative feedback signal. 8. A vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle, comprising: calculating an electric braking force for each axle based on a brake notch signal; Based on the force, a brake pattern signal is output for each axle, and based on the brake pattern signal, an electric brake is operated for each axle, and a regenerative feedback signal indicating an operation state of the electric brake for each axle is output. Output, controlling a mechanical brake for each axle based on the brake pattern signal and the regenerative feedback signal, determining whether or not any of the axles is sliding, and Electric brake or /
And narrowing down mechanical brakes. A method for controlling a vehicle brake. 9. A vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle, comprising: calculating an electric braking force for each axle based on a brake notch signal; Based on the force, a brake pattern signal is output for each axle, and based on the brake pattern signal, an electric brake is operated for each axle, and a regenerative feedback signal indicating an operation state of the electric brake for each axle is output. The brake pattern signal is compared with the regenerative feedback signal. If the amount of the brake pattern indicated by the brake pattern signal is smaller than the amount of feedback indicated by the regenerative feedback signal, the mechanical braking force is supplemented for each axle. A method of controlling a vehicle brake. 10. A vehicle brake control method for controlling a vehicle brake used for a vehicle such as an electric vehicle, comprising: calculating an electric braking force for each axle based on a brake notch signal; Based on the force, a brake pattern signal is output for each axle, and based on the brake pattern signal, an electric brake is operated for each axle, and a regenerative feedback signal indicating an operation state of the electric brake for each axle is output. Comparing the brake pattern signal with the regenerative feedback signal, and supplementing the mechanical braking force for each axle if the brake pattern amount indicated by the brake pattern signal is smaller than the feedback amount indicated by the regenerative feedback signal. , Determine whether any of the axles is sliding, and With respect to the axis, the electric brake or /
And narrowing down mechanical brakes. A method for controlling a vehicle brake.