JP2006143104A - Regenerative coordination brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a regenerative coordination brake control device, preventing the progress of rust of a disk rotor even when regenerative coordination is adopted. <P>SOLUTION: In a rear wheel, braking is performed by both a regenerative braking means BR2 for generating regenerative braking force by applying an electric load thereto and a frictional braking means BR1 for generating frictional braking force by applying frictional force to a disk rotor. While priority is given to regenerative braking, required braking force is generated by the regenerative braking force and the frictional braking force. It is estimated whether or not it is in the status where rust is generated in the disk rotor, and when the status of rust generation is determined, the regenerative braking is inhibited once or a predetermined number of times in the case of a predetermined vehicle speed or higher, and braking operation is performed by frictional braking. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention is applied to a vehicle such as a hybrid vehicle or an electric vehicle, and relates to a regenerative cooperative brake control device that controls friction brake pressure reduction in cooperation with regenerative braking.

As a conventional regenerative cooperative brake control device, for example, there is one described in Patent Document 1. That is, the conventional regenerative cooperative brake control device includes a friction braking means such as a hydraulic pressure type and a regenerative braking means using an electric load by a motor / generator, and performs friction braking while giving priority to regenerative braking. The braking force distribution between the two is calculated so that the sum of the power and the regenerative braking force becomes the required braking force.
JP 2000-24503 A

However, in the reduced speed region (for example, 0.1 to 0.2 G), since all of the required braking force can be ensured by the regenerative braking force, there is a possibility that the state where the friction braking is not activated continues for a long time.
In this case, there is a risk that rust will come out on the disc rotor as it is left for a long time after rain, and if it is left as it is, the rust of the disc rotor may be removed depending on the sliding contact of the pad when friction braking is applied. There can be no situation.

If the disk rotor cannot be rusted, it can cause judder and abnormal noise.
Here, although it is not regenerative cooperative brake control, the following control is described in Japanese Patent Laid-Open No. 2002-19594. In other words, when it is detected that it is raining during driving in rainy weather, when a non-braking request is made, a brake fluid pressure that is not noticed by the driver is applied to bring the pad into contact with the disk rotor, It is described that the water film is removed to prevent water fading.

However, since the pad is brought into contact with the disk rotor with a brake pressure that is small enough to remove the water film, the effect of removing rust is small or small.
In the case of a configuration in which the required braking force is obtained only by friction braking without adopting regenerative braking, since the friction braking itself is a self-cleaning action against rust, no particular countermeasure is required.
The present invention has been made paying attention to the above points, and it is an object of the present invention to provide a regenerative cooperative brake control device capable of preventing the progress of rust of the disk rotor even when regenerative cooperation is employed. Yes.

In order to solve the above problems, the present invention provides a regenerative braking means for generating a regenerative braking force by applying an electrical load to the same wheel in some or all of the wheels, and a frictional force applied to the disk rotor. In a regenerative cooperative brake control device that includes a friction braking means that generates a friction braking force by acting, and generates a required braking force by the regenerative braking force and the friction braking force.
Rust occurrence estimation means for estimating whether or not rust has occurred in the disk rotor;
When the rust occurrence estimation means determines that rust has occurred, the rust occurrence estimation means includes regenerative braking prohibiting means for prohibiting regenerative braking in response to one or a predetermined number of braking requests at a predetermined vehicle speed or higher.

  According to the present invention, when it is presumed that rust has occurred, the friction braking is preferentially performed, so that the rust that is raised on the disk rotor surface is dropped or the progress of rust is prevented. Even if regenerative cooperation is employed, it is possible to suppress the occurrence of problems such as abnormal noise.

Next, embodiments according to the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of the present embodiment, and “regenerative cooperative brake control for efficiently recovering regenerative energy by reducing the braking fluid pressure while controlling the regenerative braking force by the AC synchronous motor 13. It is the example which applied this invention with respect to the braking control apparatus provided with the system.
As shown in FIG. 1, friction braking means BR1 for applying braking by friction braking force based on fluid pressure to a wheel (rear wheel in this embodiment), and regenerative braking force using an electric load by a motor 13 Thus, the regenerative braking means BR2 for applying braking acts. In this embodiment, as an example, the front wheel braking means is only braking by the friction braking means BR1, and the rear wheel braking means is constituted by braking by the friction braking means BR1 and the regenerative braking means BR2. Of course, the present invention is not limited to this configuration example.

  In FIG. 1, reference numeral 1 denotes a brake pedal 1 that is operated to instruct a braking force requested by a driver, and the brake pedal 1 is connected to a master cylinder 3 through a hydraulic booster 2. The hydraulic booster 2 boosts the braking pressure (pedal pedaling force) according to the depression amount of the brake pedal 1 using the high braking fluid pressure that has been boosted by the pump 20 and accumulated in the accumulator 21 to the master cylinder 3. Supply. The high control fluid pressure is also used as a source pressure for fluid pressure feedback control. The pump 20 is sequence-controlled by a pressure switch 22. Reference numeral 23 denotes a reservoir of control fluid.

The master cylinder 3 is connected to a wheel cylinder 17 of each wheel via a fluid path switching electromagnetic valve 4. FIG. 1 shows a state in which the fluid path switching electromagnetic valve 4 is not energized, and shows a state in which the fluid in the master cylinder 3 is supplied to the wheel cylinder 17 as it is.
When the fluid path switching electromagnetic valve 4 is energized, the master cylinder 3 is disconnected from each wheel cylinder 17 by being connected to the stroke simulator 5 (fluid pressure load equivalent to the wheel cylinder 17). In this state, when a proportional solenoid valve for fluid pressure control for pressure increase (hereinafter referred to as the pressure increasing solenoid valve 6) is energized, the output pressure of the pump 20 or the accumulated pressure of the accumulator 21 is supplied to each wheel cylinder 17. If the proportional pressure solenoid valve for pressure control of fluid pressure (hereinafter referred to as the pressure reducing solenoid valve 7) is energized, the braking fluid pressure of each wheel cylinder 17 is reduced to the reservoir 23. And depressurize. As a result, the brake fluid pressure of each wheel cylinder 17 can be individually controlled.

The output pressure of the master cylinder 3 (the driver's required braking amount) is detected by the pressure sensor 8, and the detection signal is supplied to the fluid pressure braking controller 10. Further, the braking fluid pressure of each wheel cylinder 17 in a state of being disconnected from the master cylinder 3 is detected by the pressure sensor 9, and the detection signal is also supplied to the fluid pressure braking controller 10.
Then, the fluid pressure braking controller 10 is used to increase pressure based on the detection signals from the pressure sensors 8 and 9 in a state where the master cylinder 3 and the wheel cylinders 17 are separated by the fluid path switching electromagnetic valve 4. By controlling the electromagnetic valve 6 and the pressure reducing electromagnetic valve 7, the control fluid pressure of each wheel cylinder 17 is individually controlled, whereby a braking force due to a friction load of a desired magnitude is applied to the wheel via the disk rotor 30. Give.

  On the other hand, the AC synchronous motor 13 is connected to the drive wheel (rear wheel in the present embodiment) via the speed reduction mechanism 24 in addition to the engine (not shown). The motor 13 functions as a drive motor 13 that transmits a driving force to the drive wheels, and also functions as a generator by road surface driving torque from the drive wheels, converts vehicle kinetic energy into electric energy by regenerative braking control, and performs direct current alternating current. The battery 25 is charged via the conversion current control circuit 14 (inverter). That is, when the electric power is recovered to the battery 25, the road surface driving torque is consumed for rotating the motor 13, and as a result, a braking force is applied to the driving wheels. The inverter 14 converts an alternating current and a direct current based on the three-phase PWM signal from the motor controller 11. That is, the motor 13 is controlled based on a command from the motor controller 11.

  The motor controller 11 controls the regenerative braking force based on the regenerative braking force command value from the regenerative cooperative brake controller 12. Further, the driving force is controlled by the motor 13 during driving. In addition, the motor controller 11 calculates a maximum allowable regenerative force value determined by the state of charge of the battery 25, the temperature, and the like, and supplies the calculation result to the regenerative cooperative controller 12. Here, the code | symbol 15 is a wheel speed sensor for measuring wheel speed, for example, a magnetic pick-up etc. are used. Reference numeral 16 denotes a deceleration sensor using an encoder or the like.

The fluid pressure braking controller 10, the motor controller 11, and the regenerative cooperative controller 12 are, for example, a CPU, ROM, RAM, digital port, A / D port, a one-chip microcomputer (or the same function having a built-in timer function). A plurality of chips) and a high-speed communication circuit.
Although only one wheel is shown in FIG. 1, the fluid pressure braking system is configured similarly to the other three wheels so that braking to each wheel can be individually controlled. In the present embodiment, the regenerative braking system by the motor 13 is configured such that only the rear wheels are independent of the left and right wheels.

  FIG. 2 shows a functional configuration diagram related to the present invention. That is, the braking command value is supplied from the regenerative coordination controller 12 to the friction braking means BR1 including the fluid pressure braking controller 10 and the regenerative braking means BR2 including the motor controller 11, respectively. In addition, the regenerative coordination controller 12 includes a regenerative coordination main body 12A including a required total braking torque calculation unit 12Aa and a basic distribution unit 12Ab, a regenerative braking prohibition unit 12B, a rust generation estimation unit 12Ca, a rust generation degree prediction unit 12Cb, and A regenerative prohibition determination unit comprising rust removal confirmation means 12D.

Next, the process of the regeneration coordination main body 12A will be described with reference to FIG.
The processing of the regenerative coordination main body 12A is performed every predetermined sampling period (for example, 10 msec). First, in step S10, based on the detection signals from the pressure sensors 8 and 9, the output pressure Pmc (operation of the master cylinder 3) The required braking amount) and the braking fluid pressure Pwc of each wheel cylinder 17 are calculated, and the process proceeds to step S20.

In step S20, each wheel speed is measured based on a signal from the wheel speed sensor 15 using a timer with an input capture function built in the microcomputer, and the maximum value is set to Vw. Further, bandpass filter processing indicated by a transfer function Fbpf (s) of the following equation (1) is performed to obtain a driving wheel deceleration estimated value αv, and the process proceeds to step S30. Actually, it is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. Here, s is a Laplace operator, ω is a natural angular frequency, and ζ is an attenuation constant.
Fbpf (s) = s / {(s ² / ω ² ) + (2ζs / ω) +1} (1)

In step S30, the maximum allowable regenerative force Tmmax currently available is read from the high-speed communication reception buffer with the motor controller 11, and the process proceeds to step S40. The maximum allowable regenerative force Tmmax is determined by the motor controller 11 in accordance with the charging rate of the battery.
In step S40, the target deceleration rate αdem is calculated using the master cylinder pressure Pmc and the vehicle specification constant K1 previously stored in the ROM, and the process proceeds to step S50.
αdem = − (Pmc × constant K1) (2)
Here, the target deceleration rate αdem is determined not only by the physical quantity commanded by the driver by the master cylinder fluid pressure Pmc, but also in the case of a vehicle configured to perform control such as inter-vehicle distance control and vehicle speed control. The setting is also changed according to the physical quantity by automatic control braking.

In step S50, a braking force command value Td-FF (feed forward term) necessary for realizing the target deceleration rate αdem is calculated, and the process proceeds to step S60. Specifically, the target deceleration rate αdem is first converted into a braking force using the vehicle specification constant K2. Further, in order to make the response characteristic Pm (s) of the vehicle to be controlled coincide with the reference model characteristic Fref (s), CFF (s) represented by the following equation (3) of the feedforward compensator (phase compensator). Is applied to calculate the braking force command value Td-FF (feed forward term). Actually, the calculation is performed by discretization in the same manner as described above.
CFF (s) = Fref (s) / Pm (s)
= (Tp · s + 1) / (Tr · s + 1) (3)

In step S60, the master cylinder pressure Pmc is compared with a predetermined value (a value close to zero). If the master cylinder pressure Pmc is larger (the driver has a braking operation), the process proceeds to step S70. None) Proceed to step S90.
In step S70, a braking force command value Td-FB (feedback term) necessary for realizing the target deceleration rate αdem is calculated by the following process, and the process proceeds to step S80. Here, the deceleration controller of the present embodiment is composed of a “two-degree-of-freedom control system” as shown in FIG. 4, and includes a feedforward compensator (block A), a reference model (block B), and feedback compensation. (Block C). Closed-loop performance such as stability and disturbance resistance is adjusted by a feedback compensator, and responsiveness to a target acceleration is basically adjusted by a feedforward compensator (in the absence of a modeling error).

First, a reference deceleration rate αref is calculated by applying a reference model Fref (s) represented by the following equation to the target deceleration rate αdem.
Fref (s) = 1 / (Tr · s + 1) (4)
A feedback deviation Δα is calculated by subtracting the estimated deceleration value αv described above from the reference deceleration rate αref thus calculated.
Δα = αref−αv (5)

Then, a feedback compensator CFB (s) is applied to the feedback deviation Δα to calculate a braking force command value Td−FB (feedback term). In this embodiment, the feedback compensator CFB (s) is realized by a basic PI controller as shown in the following equation (6). The control constants Kp and Ki in the following equation are set in consideration of gain margin and phase margin.
CFB (s) = (Kp.s + Ki) / s (6)

In step S80, the braking force command value Td-com is calculated by adding the F / F term and the F / B term of the obtained braking torque command value with an adder, and the process proceeds to step S100. The above equations (4) and (6) are calculated by a recurrence equation obtained by discretization as described above.
On the other hand, in step S90, all the internal variables used for the braking force command value Td-FB (feedback term) and the feedback compensator calculation (digital filter) are initialized (the integral term of the PI compensator is initialized).

In S100, the braking force command value Td-com is ideally distributed to the front and rear wheels, and the process proceeds to Step S110. That is, an ideal distribution line that simultaneously locks the front and rear wheels in consideration of front and rear load movement during deceleration, or a distribution line that is slightly biased toward the front wheels and avoided that the rear wheels are locked first is shown in FIG. The basic front / rear distribution characteristics as shown in FIG. 5 are tabulated in advance, and the braking force command value Td-com is converted into the front wheel braking torque command values Td-FR, Td-FL and the rear wheel This is distributed to the braking torque command values Td-RR and Td-RL. That is, the basic distribution amount for each of the four wheels is determined.
Td-FR = 0.5 x front wheel front lookup (input: Td-com)
Td-FL = 0.5 x front wheel front lookup (input: Td-com)
Td-RR = 0.5 x front wheel reference (input: Td-com)
Td-RL = 0.5 x Rear wheel front lookup (input: Td-com)

  In step S110, the regenerative braking prohibiting means 12B is activated for regenerative braking prohibition determination, and then in step S120, it is determined whether or not regenerative braking is prohibited. If EB-FLG = OFF, that is, if it is determined that regenerative braking is not prohibited, the process proceeds to step S130. On the other hand, if it is determined that EB-FLG = ON, that is, regenerative braking is prohibited, the process proceeds to step S140.

In step S130, within the range of the braking torque command value of each wheel that is ideally distributed in the front-rear direction obtained in step S100, for the purpose of improving fuel efficiency, the rear wheel side is set to the regenerative braking torque command value as much as possible, and the rest is hydrostatically braked. The distribution is made to the torque command value, and the process proceeds to step S150. The basic distribution of the four wheels will not change. However, the present embodiment is a configuration example in which the regenerative braking means BR2 is applied only to the rear wheels as described above, and all the braking torques are negative values.
That is, in step S130, the left and right rear wheel braking torque command values set in step S100 are respectively assigned to the regenerative braking torque command value and the fluid pressure torque command value, and the process proceeds to step S150. At the time of the distribution, processing is performed so as to distribute to the regenerative braking torque command value as much as possible.

That is, first, the distribution amount to the regenerative braking torque command value is obtained based on the following equation. If the braking torque command value is larger than the maximum allowable regenerative force that can be used, the regenerative braking torque command value becomes a command value equal to the maximum allowable regenerative force. Otherwise, the regenerative braking torque command value becomes the same value as the braking torque command value, and the fluid pressure braking torque command value becomes zero.
Tm-RR = max (Td-RR, Tmmax-RR)
Tm-RL = max (Td-RL, Tmmax-RL)
Here, Tmmax-RR and Tmmax-RL are maximum permissible regenerative powers at the left and right rear wheels, respectively.

Subsequently, a fluid pressure braking torque command value for each wheel is obtained based on the following equation. On the front wheel side, the braking torque command value becomes the fluid pressure braking torque command value as it is, but on the rear wheel side, only the amount not allocated to the regenerative braking torque command value becomes the fluid pressure braking torque command value.
Tb-FR = Td-FR
Tb-FL = Td-FL
Tb-RR = Td-RR-Tm-RR
Tb-RL = Td-RL-Tm-RL

On the other hand, in step S140, in order to prohibit regenerative braking, the braking torque command values for the left and right rear wheels set in step S100 are all allocated to the fluid pressure torque command values as shown in the following equation, and the process proceeds to step S150.
Tb-FR = Td-FR
Tb-FL = Td-FL
Tb-RR = Td-RR
Tb-RL = Td-RL

In step S150, based on the fluid pressure braking torque command value for each wheel, the vehicle pressure constant K3 stored in the ROM in advance is used to calculate the fluid pressure command value for each front and rear wheel as shown in the following equation. Transition.
Pb-FR =-(Tb-FR x constant K3)
Pb-FL =-(Tb-FL × constant K3)
Pb-RR =-(Tb-RR × constant K3)
Pb-RL =-(Tb-RL × constant K3)

In step S160, the fluid pressure command value and the regenerative braking torque command value for each wheel are supplied to each fluid pressure braking controller 10 and motor controller 11, respectively, and the process proceeds to step S170.
In step S170, it is determined whether or not the regenerative braking is prohibited. If it is determined that the regenerative braking is prohibited, the process proceeds to step S180, and if not, the process ends.
In step S180, a start command is output to the rust drop confirmation means 12D, and the process ends.

Next, the processing of the regenerative braking prohibiting unit 12B that performs the regenerative braking prohibition determination in step S110 will be described.
When the regenerative braking prohibiting means 12B inputs the start command, as shown in FIG. 6, first, in step S310, it is determined whether or not the vehicle speed is equal to or higher than a predetermined vehicle speed (50 km / h in this embodiment), and the predetermined vehicle speed or higher is determined. If it is determined, the process proceeds to step S320, and if it is determined that the vehicle speed is less than the predetermined vehicle speed, the process proceeds to step S360, where the regeneration prohibition flag EB-FLG is turned OFF and the process is terminated.

The predetermined vehicle speed is preferably 40 to 50 km / h or more, for example. When the vehicle speed is lower than this, it is difficult to stably remove the rust floating on the surface of the disk rotor 30.
In step S320, it is determined whether or not the regeneration prohibition counter EB-CNT is greater than zero. If it is determined that the regeneration prohibition counter EB-CNT is greater than zero, that is, it is determined that regeneration is prohibited, the process proceeds to step S340. In step S330, the process proceeds to step S330.
Here, the regenerative inhibition counter EB-CNT is changed in setting by the rust occurrence estimation / prediction unit 12C.

In step S330, it is determined whether or not the rust flag EBR-FLG is ON. If it is determined that the rust flag EBR-FLG is ON, that is, rust is not removed, the process proceeds to step S350. In step S360, the regeneration prohibition flag EB-FLG is turned off, and the process is terminated.
The rust flag EBR-FLG is set by the rust drop confirmation means 12D.
In step S340, the regeneration inhibition counter EB-CNT is counted down and the process proceeds to step S350.
In step S350, the regeneration prohibition flag EB-FLG is turned on and the process is terminated.

Next, processing of the rust occurrence estimation / prediction unit 12C will be described with reference to FIG. This rust generation estimation / prediction unit 12C constitutes rust generation estimation means 12Ca and rust generation degree prediction means 12Cb.
First, in step S410, it is determined whether the engine has been started. If it is determined that the engine has been started, the process proceeds to step S420.
In step S420, a value of 1 or more is set in the regeneration prohibition counter EB-CNT based on the standing time, and the process proceeds to step S430. That is, the leaving time until the engine is started is obtained, and a value of 1 or more is set in the regeneration prohibition counter EB-CNT in proportion to the leaving time, for example, as follows.
Leave time within 24 hours: EB-CNT = 1
Standing time from 24 hours to 72 hours: EB-CNT = 2
Standing time 72 hours to 168 hours: EB-CNT = 3
The standing time exceeds 168 hours: EB-CNT = 4

  In step S430, it is determined whether or not the occurrence of regenerative braking at a predetermined vehicle speed from the previous regenerative braking prohibition has been continuously performed a predetermined number of times (20 times in the present embodiment) or more. To do. If it is less than the predetermined number, the process proceeds to step S440. In this process, for example, the counter is set to zero every time it is detected that the process in step S350 is performed, and the counter is incremented if the vehicle speed is equal to or higher than a predetermined vehicle speed every time the execution of the process in step S360 is detected. Do.

  In step S440, it is determined whether or not braking (rust removal braking) due to the next regenerative braking prohibition has occurred for a predetermined time (for example, 4 hours) since the previous regenerative braking prohibition. When it determines, it transfers to step S450, and when that is not right, it transfers to step S460. In this process, for example, every time it is detected that the process of step S350 is performed, the elapsed time may be measured with the time counter set to zero.

In step S450, it is estimated that rust has occurred, the regeneration prohibition counter EB-CNT is counted up, and the process proceeds to step S460.
In step S460, if the engine is not stopped, the process proceeds to step S430.
Here, the steps S410, S430, and S440 constitute the rust occurrence estimation means 12Ca. Step S420 constitutes rust occurrence degree prediction means 12Cb. If the count-up amount of the regeneration prohibition counter EB-CNT is changed according to the elapsed time in step S440, the step S440 constitutes the rust occurrence degree prediction unit 12Cb.

Next, the process of the rust drop confirmation means 12D will be described with reference to FIG.
First, in step S510, the rust drop confirmation means 12D calculates the actual braking deceleration rate αreal when braking is performed only in the state where regenerative braking is prohibited, that is, friction braking, in order to obtain the target deceleration rate αdem. The process proceeds to step S520.
In step S520, if the deviation Δα between the target deceleration α dem and the actual braking deceleration α real exceeds a significant error ε, it is determined that rust remains significantly on the surface of the disk rotor 30, and the process proceeds to step S530. The process is shifted to turn ON the EBR-FLG, and the process ends. On the other hand, if Δα is equal to or smaller than error ε, the process proceeds to step S540, EBR-FLG is turned on, and the process is terminated.

Next, the operation, action, and effect of the above control will be described.
In this braking control device, when the brake pedal 1 is depressed, a total braking force command value Td-com corresponding to the request is obtained, and the total braking force command value is calculated based on a predetermined ideal distribution. To distribute. At this time, on the rear wheel side where braking is performed by both friction braking and regenerative braking, each braking force command value allocated to the left and right rear wheels is individually allocated to friction braking and regenerative braking. In this case, the fuel consumption can be improved by distributing to the regenerative braking side as much as possible.

Although not described in the above processing, if there is a margin in the regenerative braking force, priority is given to improving fuel efficiency, and part or all of the front wheel side braking torque command value is regenerated on the rear wheel side. You may make it perform the process which replaces with braking.
Thus, in the state where braking in the reduced speed region, that is, in the state where there is a margin in the regenerative braking force, at least the rear wheel side braking is performed only by regenerative braking, and the rear wheel side hydraulic pressure braking torque command value is zero. It has become.

For this reason, when such a state continues for a predetermined time, rust may appear on the disk rotor on the rear wheel side.
On the other hand, in the present embodiment, at the time of starting the engine, when a predetermined time has elapsed from the braking in which the most recent regenerative braking is prohibited, the regenerative braking at a predetermined number of times or more than the predetermined vehicle speed, or the braking in which the most recent regenerative braking is prohibited, Estimating that there is a possibility that rust is floating, the next time braking at a predetermined vehicle speed or higher, regenerative braking is prohibited and friction braking is executed. Scraped off.

Here, the predetermined vehicle speed or higher is specified at the time of braking when the vehicle speed is higher than the predetermined vehicle speed because a certain amount of load is required to secure energy necessary for removing rust. In addition, what is necessary is just to set as the said predetermined vehicle speed in the range of 40-50 km / h which may occur in a normal driving | running | working scene.
In addition, if the standing time is long, there is a possibility that rust cannot be completely removed by one braking operation. Therefore, if the standing time is long, the number of times that regenerative braking is prohibited is increased to reliably remove rust.

Furthermore, if the actual rust drop is determined and it is determined that the rust remains significantly, regeneration is temporarily prohibited even if the conditions for prohibiting regenerative braking are not met. And more reliably remove rust.
As described above, in this embodiment, it is possible to prevent the occurrence of brake trouble such as rust judder and abnormal noise even if the regenerative cooperative brake is adopted by dropping without causing rust to proceed.

In addition, by periodically performing friction braking, the temperature of the braking components constituting the friction braking means BR1 is periodically increased, and an unexpected problem associated with a decrease in the frequency of friction braking due to regenerative coordination can be prevented. .
Here, in the above-described embodiment, the regenerative braking is prohibited and the rust removal braking is performed only at a predetermined vehicle speed, for example, 40 to 50 km / h or more. If it is determined that the vehicle has traveled for a period of time, for example, 2 hours or more, the rust removal braking may be performed at a second predetermined vehicle speed lower than the predetermined vehicle speed. In this case, the number of times of regeneration prohibition is set to be increased by the amount of slow vehicle speed.

1 is a schematic configuration diagram according to an embodiment of the present invention. It is a functional block diagram concerning embodiment based on this invention. It is a figure explaining the process of the regeneration cooperation main-body part which concerns on embodiment based on this invention. It is a figure which shows the structural example of the deceleration controller which concerns on embodiment based on this invention. It is a figure which shows the example of front-back distribution which concerns on embodiment based on this invention. It is a figure explaining the process of the regeneration prohibition means which concerns on embodiment based on this invention. It is a figure explaining the process of the rust generation | occurrence | production estimation / prediction means which concerns on embodiment based on this invention. It is a figure explaining the process of the rust removal confirmation means which concerns on embodiment based on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake pedal 3 Master cylinder 4 Solenoid valve for fluid path switching 6 Solenoid valve for pressure increase 7 Solenoid valve for pressure reduction 10 Fluid pressure braking controller 11 Motor controller 12 Regenerative cooperative brake controller 12A Regenerative cooperative controller 12B Regenerative braking prohibiting means 12C Rust generation / prediction Means 12Ca Rust occurrence estimation means 12Cb Rust occurrence degree prediction means 12D Rust drop confirmation means 13 Motor 17 Wheel cylinder 25 Battery 30 Disc rotor BR1 Friction braking means BR2 Regenerative braking means EB-FLG Regeneration prohibition flag EBR-FLG Rust presence flag EB-CNT Regenerative prohibition counter αdem Target deceleration rate αreal Actual braking deceleration rate

Claims (8)

In some or all of the wheels, regenerative braking means for generating a regenerative braking force by applying an electrical load to the same wheel, and friction braking means for generating a friction braking force by applying a friction force to the disk rotor In the regenerative cooperative brake control device that generates the required braking force by the regenerative braking force and the friction braking force,
Rust occurrence estimation means for estimating whether or not rust has occurred in the disk rotor;
Regenerative cooperation characterized by comprising regenerative braking prohibiting means for prohibiting regenerative braking in response to one or a predetermined number of braking requests at a predetermined vehicle speed or higher when it is determined that the rust occurrence estimating means determines that rust has occurred. Brake control device.   The regenerative cooperative brake control device according to claim 1, wherein the rust generation estimation means estimates that the rust is generated in the disk rotor when the engine is started.   The rust generation estimation means estimates that the rust is generated in the disk rotor when a predetermined time has elapsed after generating a friction braking force at a predetermined vehicle speed or higher. The regenerative cooperative brake control device described in 2.   The rust occurrence estimation means estimates that a state in which rust is generated in the disk rotor when regenerative braking at a predetermined vehicle speed or higher is continuously generated a predetermined number of times. The regenerative cooperative brake control device described in any one of the above. Rust generation degree prediction means for predicting the degree of rust generated in the disk rotor,
5. The regenerative braking prohibiting unit sets the predetermined number of times of prohibiting regeneration based on a degree of rust occurrence predicted by the rust occurrence degree predicting unit. 6. The regenerative braking cooperative brake control device described in 1.   6. The regenerative braking cooperative brake control device according to claim 5, wherein the rust occurrence degree predicting means predicts the degree of rust occurrence based on a time during which no friction braking force is generated.   The regenerative braking cooperative brake control device according to claim 5 or 6, wherein the rust occurrence degree predicting means predicts the degree of rust occurrence based on a time during which the engine is stopped. Rust drop confirmation means to judge the degree of rust drop based on the applied friction braking force and actual braking deceleration,
The regenerative braking prohibiting means prohibits regenerative braking until it is determined that the rust has fallen or the rusted state is below a predetermined level based on the determination of the rust drop confirmation means. The regenerative cooperative brake control device according to claim 1.

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