JP2008013061A - Hydraulic/regenerative braking combined vehicle considering hydraulic braking force reducing speed - Google Patents

Hydraulic/regenerative braking combined vehicle considering hydraulic braking force reducing speed Download PDF

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JP2008013061A
JP2008013061A JP2006186727A JP2006186727A JP2008013061A JP 2008013061 A JP2008013061 A JP 2008013061A JP 2006186727 A JP2006186727 A JP 2006186727A JP 2006186727 A JP2006186727 A JP 2006186727A JP 2008013061 A JP2008013061 A JP 2008013061A
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braking force
regenerative braking
hydraulic
regenerative
vehicle
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Masaki Matsunaga
昌樹 松永
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that excessive braking is caused when releasing brake because the braking force reducing speed of a hydraulic braking means is low when regenerative braking has priority to hydraulic braking with a point of view from energy economy. <P>SOLUTION: In the case wherein a target braking force is reduced in the state that the hydraulic braking force and the regenerative braking force are generated, when deceleration of a difference obtained by subtracting the maximum value of the possible regenerative braking force at each time point from a value of the target braking force at each time point is larger than the maximum value of d the braking force reducing speed of the hydraulic braking force generating means, the regenerative braking force at each time point is controlled so that a sum of the regenerative braking force and the described difference becomes a value of the target braking force at each time point by considering that the described difference is reduced at the maximum value of the braking force reducing speed of the hydraulic braking force generating means at each time point. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、自動車等の車輌の制動装置に係り、特に油圧制動と回生制動とを組み合わせて用いる車輌に於ける回生エネルギ回収効率の向上と制動性能の改良に係る。   The present invention relates to a braking device for a vehicle such as an automobile, and more particularly to improvement of regenerative energy recovery efficiency and improvement of braking performance in a vehicle using a combination of hydraulic braking and regenerative braking.

自動車等の車輌の制動に油圧制動手段による油圧制動と回生制動手段による回生制動とを組み合わせることは古くから知られており、かかる油圧制動と回生制動の組合せに関する改良が従来より種々提案されている。その一つとして、下記の特許文献１には、要求制動力に相当する制動液圧を差圧弁を介してホイールシリンダに作用させることにより差圧弁に生ずる圧力差に相当する制動力を回生制動力として車輪に付加するよう構成された液圧制動と回生制動の組合せ制動装置に於いて、回生制動手段のフェイル時に前記差圧弁をバイパスするバイパス弁を開くとき、それを緩やかに開くようにすることが提案されている。また下記の特許文献２には、油圧制動手段に於いて入出力間に生ずるヒステリシスによる制動力差を回生制動手段により補うことが提案されている。また下記の特許文献３には、電気自動車に於いてバッテリの残存容量とモータの運転状態から回生可能量を定期的に算出し、車輌の制動時に要求制動力より回生可能量に相当するモータトルクを差し引いた制動力を油圧制動手段により発生させることが提案されている。
特開平７-２５０４０２ 特開平６-１５３３１２ 特開２０００-１５６９０１ Combining hydraulic braking by hydraulic braking means and regenerative braking by regenerative braking means for braking vehicles such as automobiles has long been known, and various improvements regarding the combination of hydraulic braking and regenerative braking have been proposed in the past. . As one of them, the following Patent Document 1 discloses a regenerative braking force corresponding to a pressure difference generated in a differential pressure valve by applying a braking fluid pressure corresponding to a required braking force to a wheel cylinder via a differential pressure valve. In a combined braking system of hydraulic braking and regenerative braking configured to be added to a wheel as a regenerative braking means, when the bypass valve that bypasses the differential pressure valve is opened when the regenerative braking means fails, it should be opened gently Has been proposed. Patent Document 2 below proposes that the regenerative braking means compensates for a braking force difference caused by hysteresis generated between input and output in the hydraulic braking means. In Patent Document 3 below, in an electric vehicle, the regenerative amount is periodically calculated from the remaining capacity of the battery and the operating state of the motor, and the motor torque corresponding to the regenerative amount is calculated from the required braking force when braking the vehicle. It has been proposed to generate a braking force obtained by subtracting by hydraulic braking means.
JP-A-7-250402 JP-A-6-15312 JP 2000-156901 A

自動車等の車輌の制動手段として摩擦制動手段と回生制動手段とを組み合わせ、また特に車輌がハイブリット車である場合の如く回生制動により回収されたエネルギを車輌駆動に有効に再利用できる場合には、車輌の制動に当って回生制動手段を最大限に作動させることが有効であり、かかる観点からすれば、回生制動手段により回収された電力を貯えるバッテリの蓄電容量が許す限り、要求制動力を回生制動にて最大限に賄い、その残余を油圧制動にて賄うのが得策であると考えられる。   When friction braking means and regenerative braking means are combined as braking means for a vehicle such as an automobile, and when the energy recovered by regenerative braking can be effectively reused for vehicle driving, particularly when the vehicle is a hybrid vehicle, It is effective to operate the regenerative braking means to the maximum when braking the vehicle. From this point of view, the required braking force is regenerated as long as the storage capacity of the battery that stores the power recovered by the regenerative braking means allows. It is considered to be best to cover the maximum with braking and the rest with hydraulic braking.

しかし、油圧制動手段は、その作動速度、特に制動力低減時の作動速度が比較的低い値に限られており、そのため油圧制動に対し回生制動を不用意に優先させたまま要求制動力に対応すると、油圧の抜け遅れにより要求制動力の低減に対し制動力の低減遅れが生ずる恐れがある。   However, the hydraulic braking means is limited to a relatively low operating speed, particularly when the braking force is reduced, so that it responds to the required braking force with careless priority given to regenerative braking over hydraulic braking. Then, there is a risk that a delay in reducing the braking force may occur with respect to a reduction in the required braking force due to a delay in the removal of the hydraulic pressure.

本発明は、上記の問題に着目し、この点に関して油圧制動手段と回生制動手段の組合せよりなる制動手段を備えた車輌を更に改良することを課題としている。   The present invention pays attention to the above-mentioned problem, and an object of the present invention is to further improve a vehicle provided with a braking means comprising a combination of a hydraulic braking means and a regenerative braking means.

上記の課題を解決するものとして、本発明は、油圧制動力発生手段と回生制動力発生手段とを有し、前記油圧制動力発生手段および前記回生制動力発生手段により制動力が発生されている状態にて目標制動力が低下するとき、各時点に於ける前記目標制動力の値より該時点に於いて前記回生制動力発生手段にて実行可能な回生制動力の最大値を差し引いた差の低減速度が前記油圧制動力発生手段による制動力の低減速度の最大値より大きいときには、前記の各時点に於ける前記回生制動力発生手段による制動力を前記差が該時点に於ける前記油圧制動力発生手段による制動力の低減速度の最大値にて低減したとしてそれとの合計が該時点に於ける前記目標制動力の値となるよう制御することを特徴とする車輌を提案するものである。   In order to solve the above problems, the present invention includes a hydraulic braking force generation unit and a regenerative braking force generation unit, and the braking force is generated by the hydraulic braking force generation unit and the regenerative braking force generation unit. When the target braking force decreases in the state, the difference between the target braking force value at each time point and the maximum value of the regenerative braking force executable by the regenerative braking force generating means at that time point When the reduction speed is greater than the maximum value of the braking force reduction speed by the hydraulic braking force generation means, the difference between the braking force by the regenerative braking force generation means at each time point and the hydraulic control at that time point. The present invention proposes a vehicle characterized in that control is performed so that the sum of the reduction of the braking force reduction speed by the power generation means becomes the value of the target braking force at that time.

この場合、車輌は回生制動力を電力に変換して車輌の駆動に使用するハイブリッド車であり、車輌の制動時には、請求項１に記載の条件により前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力以下に制御される場合を除き、前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力に達するまで前記回生制動力発生手段による制動力の発生が前記油圧制動力発生手段による制動力の発生に優先して行われるようになっていてよい。   In this case, the vehicle is a hybrid vehicle that converts the regenerative braking force into electric power and is used for driving the vehicle. When the vehicle is braked, the regenerative braking force is generated by the regenerative braking force generating means according to the conditions described in claim 1. Except when the regenerative braking force is controlled to be less than the maximum possible regenerative braking force, the generation of the braking force by the regenerative braking force generation unit until the regenerative braking force by the regenerative braking force generation unit reaches the maximum executable regenerative braking force. It may be performed in preference to the generation of the braking force by the braking force generation means.

前記回生制動力発生手段による実行可能な最大回生制動力はバッテリ充電度とバッテリ温度と車速を含む情報に基づいて予測されるようになっていてよい。   The maximum regenerative braking force that can be executed by the regenerative braking force generation means may be predicted based on information including battery charge, battery temperature, and vehicle speed.

上記の如く、車輌が油圧制動力発生手段と回生制動力発生手段とを有し、前記油圧制動力発生手段および前記回生制動力発生手段により制動力が発生されている状態にて目標制動力が低下するとき、各時点に於ける前記目標制動力の値より該時点に於いて前記回生制動力発生手段にて実行可能な回生制動力の最大値を差し引いた差の低減速度が前記油圧制動力発生手段による制動力の低減速度の最大値より大きいときには、前記の各時点に於ける前記回生制動力発生手段による制動力を前記差が該時点に於ける前記油圧制動力発生手段による制動力の低減速度の最大値にて低減したとしてそれとの合計が該時点に於ける前記目標制動力の値となるよう制御するようになっていれば、特に制動力低減時の作動速度に於いて然程優れているとはいえない油圧制動力発生手段により制動力が発生されている状態からの制動力低減時にも、目標制動力の低下に応じて制動力を低下させることに遅れを生じない範囲で回生制動を最大限に使用して車輌の制動を行うことができる。   As described above, the vehicle has the hydraulic braking force generation means and the regenerative braking force generation means, and the target braking force is generated in a state where the braking force is generated by the hydraulic braking force generation means and the regenerative braking force generation means. When decreasing, the reduction speed of the difference obtained by subtracting the maximum value of the regenerative braking force that can be executed by the regenerative braking force generating means at the time from the value of the target braking force at each time is the hydraulic braking force. When the braking force reduction speed by the generating means is larger than the maximum value, the difference between the braking force by the regenerative braking force generating means at each time point and the difference between the braking force by the hydraulic braking force generating means at that time point. If control is performed so that the sum of the reductions at the maximum value of the reduction speed becomes the value of the target braking force at that point in time, the operating speed at the time of reduction of the braking force is particularly large. Yes, yes Even when the braking force is reduced from the state in which the braking force is generated by the hydraulic braking force generation means, the regenerative braking is maximized within the range where there is no delay in reducing the braking force according to the decrease in the target braking force. It can be used to brake the vehicle.

車輌が回生制動力を電力に変換して車輌の駆動に使用するハイブリッド車であるとき、車輌の制動時には、上記の如き条件により前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力以下に制御される場合を除き、前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力に達するまで前記回生制動力発生手段による制動力の発生が前記油圧制動力発生手段による制動力の発生に優先して行われるようになっていれば、目標制動力の変化に対し油圧制動力発生手段の作動に遅れが生じない限り、回生制動力発生手段に実行可能な最大限の回生制動力を発生させてより多くの制動エネルギを有効に回収することができる。   When the vehicle is a hybrid vehicle that converts the regenerative braking force into electric power and is used for driving the vehicle, when the vehicle is braked, the maximum regenerative braking that can execute the regenerative braking force by the regenerative braking force generating means according to the above conditions is performed. Except for the case where the regenerative braking force generating means is controlled to be less than power, the generation of the braking force by the regenerative braking force generating means is caused by the hydraulic braking force generating means until the regenerative braking force by the regenerative braking force generating means reaches a maximum executable regenerative braking force. If the priority is given to the generation of the braking force, the maximum possible execution of the regenerative braking force generation means will occur as long as there is no delay in the operation of the hydraulic braking force generation means with respect to the change in the target braking force. Regenerative braking force can be generated to recover more braking energy effectively.

回生制動により吸収される車輌の運動エネルギは、車輪により駆動される電動発電機のロータの回転速度とその回転抵抗トルクの積に比例するので、車輌の速度が比較的高いときには制動力は比較的低く、制動によって車輌が減速されてくるにつれて制動力は増大する。そこで、前記回生制動力発生手段による実行可能な回生制動力の最大値がバッテリ充電度とバッテリ温度と車速を含む情報に基づいて予測されるようになっていれば、従来より一般に行われているバッテリ充電度とバッテリ温度とに基づくバッテリの蓄電容量の評価に加えて車速を考慮して実行可能な回生制動力をより適切に把握することができ、こうしてより適切に把握された実行可能な回生制動力に基づき、油圧制動力発生手段および回生制動力発生手段により制動力が発生されている状態にて目標制動力が低下するとき、各時点に於ける目標制動力の値より該時点に於いて回生制動力発生手段にて実行可能な回生制動力の最大値を差し引いた差の低減速度が油圧制動力発生手段による制動力の低減速度の最大値より大きいときには、各時点に於ける回生制動力発生手段による制動力を前記差が該時点に於ける油圧制動力発生手段による制動力の低減速度の最大値にて低減したとしてそれとの合計が該時点に於ける目標制動力の値となるよう制御が行われれば、目標制動力の低減時にも回生制動を最大限に発揮させつつ目標制動力に的確に追従して制動力を制御することができる。   The kinetic energy of the vehicle absorbed by regenerative braking is proportional to the product of the rotational speed of the rotor of the motor generator driven by the wheels and its rotational resistance torque, so that the braking force is relatively low when the vehicle speed is relatively high. The braking force increases as the vehicle is decelerated by braking. Therefore, if the maximum value of the regenerative braking force that can be executed by the regenerative braking force generating means is predicted based on information including the battery charge level, the battery temperature, and the vehicle speed, it is generally performed conventionally. In addition to evaluating the storage capacity of the battery based on the battery charge level and the battery temperature, it is possible to more appropriately grasp the regenerative braking force that can be executed in consideration of the vehicle speed. Based on the braking force, when the target braking force decreases while the braking force is generated by the hydraulic braking force generating means and the regenerative braking force generating means, the value of the target braking force at each time point is When the reduction speed of the difference obtained by subtracting the maximum value of the regenerative braking force executable by the regenerative braking force generation means is larger than the maximum value of the braking force reduction speed by the hydraulic braking force generation means, The braking force by the regenerative braking force generating means at the point is assumed to be reduced by the maximum value of the braking force reduction speed by the hydraulic braking force generating means at the time point, and the sum thereof is the target at the time point If the control is performed so that the braking force becomes the value, the braking force can be controlled by accurately following the target braking force while maximizing the regenerative braking even when the target braking force is reduced.

図１は、本発明による車輌の本発明に関与する構成を解図的に示す概略図である。図１に於いて、１０は内燃機関であり、図に於いては４気筒エンジンとして解図的に示されている。内燃機関１０の出力軸（クランク軸）１２は遊星歯車装置等よりなる駆動力分配装置１４を介して第一の電動発電機（ＭＧ１）１６および第二の電動発電機機（ＭＧ２）１８と相互の間に回転動力を差動的に伝達するように連結されている。第二の電動発電機機（ＭＧ２）１８の回転軸上に同軸に設けられた歯車２０により、これと噛み合う歯車２２、差動歯車装置２４、左右の車軸２６および２８を経て左右の車輪３０および３２が駆動されるようになっている。電動発電機ＭＧ１およびＭＧ２の電気回路はインバータ（Ｉ）３４を介してバッテリ（Ｂ）３６と接続されている。内燃機関１０、電動発電機ＭＧ１およびＭＧ２、インバータ３４の作動はマイクロコンピュータを備えた電子制御装置３８により制御されるようになっている。   FIG. 1 is a schematic view schematically showing a configuration related to the present invention of a vehicle according to the present invention. In FIG. 1, reference numeral 10 denotes an internal combustion engine, which is shown as a four-cylinder engine in the figure. An output shaft (crankshaft) 12 of the internal combustion engine 10 is mutually connected to a first motor generator (MG1) 16 and a second motor generator (MG2) 18 via a driving force distribution device 14 formed of a planetary gear device or the like. Are connected so as to transmit rotational power differentially. By means of a gear 20 coaxially provided on the rotation shaft of the second motor generator (MG2) 18, the left and right wheels 30 and the gears 22 meshing with the gear 22, the differential gear device 24, the left and right axles 26 and 28, and 32 is driven. The electric circuits of the motor generators MG1 and MG2 are connected to a battery (B) 36 via an inverter (I) 34. The operations of the internal combustion engine 10, the motor generators MG1 and MG2, and the inverter 34 are controlled by an electronic control unit 38 having a microcomputer.

左右の車輪３０および３２は、内燃機関１０、電動発電機ＭＧ１およびＭＧ２の作動状態に応じてそれぞれその駆動系を経て選択的に回生制動力を及ぼされると共に、油圧にて作動される制動装置（ホイールシリンダ）４０および４２により選択的に油圧制動力を及ぼされるようになっている。制動装置４０および４２への油圧の給排は油圧回路４４により行われるようになっている。油圧回路４４の作動はブレーキペダル４６の踏み込みにより制御されるとともに電子制御装置３８によっても制御されるようになっている。電子制御装置３８には、内燃機関１０、主として発電機として作動する電動発電機ＭＧ１、バッテリ３６、ブレーキペダル４６よりそれらの作動状態に関する情報を与える信号が供給されると共に、車速その他の車輌の作動状態に関する種々の信号Ｉが供給されるようになっている。   The left and right wheels 30 and 32 are selectively subjected to a regenerative braking force via their drive systems in accordance with the operating states of the internal combustion engine 10 and the motor generators MG1 and MG2, respectively, and a braking device that is hydraulically operated ( The wheel cylinders) 40 and 42 can selectively exert a hydraulic braking force. The hydraulic circuit 44 supplies and discharges hydraulic pressure to and from the braking devices 40 and 42. The operation of the hydraulic circuit 44 is controlled by depressing the brake pedal 46 and also by the electronic control unit 38. The electronic control unit 38 is supplied with signals giving information on their operating states from the internal combustion engine 10, the motor generator MG1, which operates mainly as a generator, the battery 36, and the brake pedal 46, as well as the vehicle speed and other vehicle operations. Various signals I relating to the state are supplied.

図２は、電子制御装置３８により行なわれる本発明に係る制御の機能的構成を示すブロック図である。電子制御装置３８には、その機能的構成の一部として、ハイブリッドシステム演算器が組み込まれており、その演算機能の一部として、バッテリ充電度、バッテリ温度、車速に関する情報に基づいて現在実行可能な最大回生制動力Ｆregmaxを予測するようになっている。   FIG. 2 is a block diagram showing a functional configuration of control according to the present invention performed by the electronic control unit 38. The electronic control unit 38 incorporates a hybrid system computing unit as part of its functional configuration, and is currently executable based on information on battery charge, battery temperature, and vehicle speed as part of its computing function. The maximum regenerative braking force Fregmax is predicted.

また電子制御装置３８には、その機能的構成の一部として、ブレーキシステム演算器が組み込まれており、ブレーキペダル操作情報に基づいてドライバの要求に基づく目標制動力Ｆtarおよび各時点に於けるブレーキシステムの作動状態に基づいて油圧制動力の最大低減速度ΔＦoilmax／Δtを算出するようになっている。   Further, the electronic control unit 38 incorporates a brake system calculator as a part of its functional configuration, and the target braking force Ftar based on the driver's request based on the brake pedal operation information and the brake at each time point. The maximum reduction speed ΔFoilmax / Δt of the hydraulic braking force is calculated based on the operating state of the system.

そして更に電子制御装置３８は、ハイブリッドシステム演算器により予測された現在実行可能な最大回生制動力Ｆregmaxと、ブレーキシステム演算器により算出された目標制動力Ｆtarおよび油圧制動力の最大低減速度ΔＦoilmax／Δtとに基づいて制動力配分調停を行い、油圧制動力Ｆoilおよび回生制動力Ｆregの値を算出し、それぞれの値に基づいて油圧回路４４およびインバータ３４を制御する。   Further, the electronic control unit 38 further determines the currently executable maximum regenerative braking force Fregmax predicted by the hybrid system calculator, the target braking force Ftar calculated by the brake system calculator, and the maximum reduction speed ΔFoilmax / Δt of the hydraulic braking force. Based on the above, the braking force distribution arbitration is performed, the values of the hydraulic braking force Foil and the regenerative braking force Freg are calculated, and the hydraulic circuit 44 and the inverter 34 are controlled based on these values.

図３は、電子制御装置３８により行われる上記の制動力配分調停の一例を示すフローチャートである。かかるフローチャートによる制御は、車輌の運転中、数ミリ〜数十ミリセカンド程度の周期にて繰り返されてよく、上記の油圧制動力最大低減速度ΔＦoilmax／Δtに於けるΔtはこの周期に相当するものとされてよい。   FIG. 3 is a flowchart showing an example of the braking force distribution mediation performed by the electronic control unit 38. The control according to this flowchart may be repeated at a cycle of several millimeters to several tens of milliseconds during the operation of the vehicle, and Δt in the above-mentioned hydraulic braking force maximum reduction speed ΔFoilmax / Δt corresponds to this cycle. May be.

制御が開始されると、ステップ１０にて、今回のフローに於ける目標制動力Ｆtar(N)と前回のフローに於ける目標制動力Ｆtar(N-１)の差が負であるか否か、即ち、目標制動力が減少中であるか否かが判断される。答がノー（Ｎ）であるとき、即ち、目標制動力が増大中であるかまたは一定に留まっているときには、制御はステップ２０へ進み、目標制動力Ｆtarが現在実行可能な最大回生制動力Ｆregmax以下であるか否かが判断される。そして、答がイエス（Ｙ）であれば、制御はステップ３０へ進み、回生制動力Ｆregの値が目標制動力Ｆtarとされ、油圧制動力Ｆoilの値は０とされる。即ち、この時には、目標制動力Ｆtarはすべて回生制動により賄われる。一方、ステップ２０の答がノーであるときには、制御はステップ４０へ進み、回生制動力Ｆregの値は現在実行可能な最大回生制動力Ｆregmaxとされ、油圧制動力Ｆoilの値はこれを補う値Ｆtar−Ｆregとされる。   When the control is started, in step 10, whether or not the difference between the target braking force Ftar (N) in the current flow and the target braking force Ftar (N-1) in the previous flow is negative. That is, it is determined whether or not the target braking force is decreasing. If the answer is no (N), that is, if the target braking force is increasing or remains constant, control proceeds to step 20 where the target braking force Ftar is the maximum regenerative braking force Fregmax currently executable. It is determined whether or not: If the answer is yes (Y), the control proceeds to step 30, the value of the regenerative braking force Freg is set to the target braking force Ftar, and the value of the hydraulic braking force Foil is set to zero. That is, at this time, all the target braking force Ftar is provided by regenerative braking. On the other hand, if the answer to step 20 is no, the control proceeds to step 40, where the value of the regenerative braking force Freg is set to the currently executable maximum regenerative braking force Fregmax, and the value of the hydraulic braking force Foil is a value Ftar that compensates for this. -Freg.

ステップ１０の答がイエスであるとき、即ち、目標制動力が低減中であるときには、制御はステップ５０へ進み、目標制動力Ｆtarより現在実行可能な最大回生制動力Ｆregmaxを差し引いた値として油圧制動力の仮目標値Ｆoilpが求められ、次いで制御はステップ６０へ進み、今回のフローに於ける油圧制動力の仮目標値Ｆoilp(N)と前回のフローに於ける油圧制動力の仮目標値Ｆoilp(N-１)の差が−ΔＦoilmaxより小さいか否か、即ち、油圧制動力の目標値が油圧制動力の最大低減速度ΔＦoilmax／Δtを越える速度にて低減しているか否かが判断される。答がノーであれば、制御はこれよりステップ２０へ進み、上述の要領にてステップ２０〜４０により回生制動力の値Ｆregおよび油圧制動力の値Ｆoilが求められる。一方、答がイエスであれば、制御はステップ７０へ進み、前回のフローに於ける油圧制動力の仮目標値Ｆoilp(N-１)よりΔＦoilmaxを差し引いた値が油圧制動力の値Ｆoilとされる。そして次のステップ８０に於いて、目標制動力Ｆtarに対する残りの制動力、即ち、Ｆtar−Ｆoilが回生制動力の値Ｆregとされる。   When the answer to step 10 is yes, that is, when the target braking force is decreasing, the control proceeds to step 50, and the hydraulic control is performed by subtracting the currently executable maximum regenerative braking force Fregmax from the target braking force Ftar. A temporary target value Foilp of power is obtained, and then control proceeds to step 60, where the temporary target value Foilp (N) of the hydraulic braking force in the current flow and the temporary target value Foilp of the hydraulic braking force in the previous flow are obtained. It is determined whether the difference of (N-1) is smaller than -ΔFoilmax, that is, whether the target value of the hydraulic braking force is decreasing at a speed exceeding the maximum hydraulic braking force reduction speed ΔFoilmax / Δt. . If the answer is no, the control proceeds from this to step 20, and the value Freg of the regenerative braking force and the value Foil of the hydraulic braking force are obtained in steps 20 to 40 in the manner described above. On the other hand, if the answer is yes, the control proceeds to step 70, and the value obtained by subtracting ΔFoilmax from the temporary target value Foilp (N-1) of the hydraulic braking force in the previous flow is set as the value Foil of the hydraulic braking force. The In the next step 80, the remaining braking force with respect to the target braking force Ftar, that is, Ftar-Foil is set as the value Freg of the regenerative braking force.

図４は、電子制御装置３８が、ブレーキペダル操作情報より得られるドライバ要求制動力に基づき、車速情報その他任意の車輌運転情報を加味して生成した目標制動力が、増大した後、低減する場合に、それが回生制動力と油圧制動力とに配分される要領を、従来技術による２つの例と本発明による実施例とについて示すグラフである。   FIG. 4 shows a case where the target braking force generated by the electronic control unit 38 taking into account the vehicle speed information and any other vehicle driving information is increased and then reduced based on the driver requested braking force obtained from the brake pedal operation information. FIG. 6 is a graph showing the manner in which it is distributed between the regenerative braking force and the hydraulic braking force for two examples according to the prior art and an example according to the present invention.

このうち、従来技術１として示した例は、回生制動を最大限に使用するとの条件の下に目標制動力を回生制動力と油圧制動力とに配分した場合に、油圧制動に振り分けられた制動力の低減速度が油圧制動装置に於ける制動力の低減速度の最大値を越えたにも拘わらずそのままとされたときに生ずる制動力の変化を示す。この場合には、目標制動力に従って回生制動力と油圧制動力とが配分されても、実際に生ずる制動力は、図中点線にて示す如く目標制動力を越えた過剰な制動力となり、ブレーキが効き過ぎる状態が生ずる。   Among them, the example shown as the prior art 1 is a control that is distributed to the hydraulic braking when the target braking force is distributed between the regenerative braking force and the hydraulic braking force under the condition that the regenerative braking is used to the maximum. The change in braking force that occurs when the power reduction speed exceeds the maximum value of the braking force reduction speed in the hydraulic braking device is shown. In this case, even if the regenerative braking force and the hydraulic braking force are distributed according to the target braking force, the actually generated braking force becomes an excessive braking force exceeding the target braking force as shown by the dotted line in the figure, This will cause the condition to be too effective.

従来技術２として示した例は、回生制動を最大限に使用するとの条件の下に目標制動力を回生制動力と油圧制動力とに配分した場合に、油圧制動に振り分けられた制動力の低減速度が油圧制動装置に於ける制動力の低減速度の最大値を越えたとき、目標制動力に対する実際の制動結果を車輌の減速度等何らかのパラメータにより検出し、フィードバック制御により途中から回生制動力が低減補正される場合を示す。この場合には、従来技術１の例に於けるほどの制動過剰は生じないが、それでも途中で制動力の急変が生じ、制動に異和感が生ずる恐れがある。   In the example shown as the prior art 2, when the target braking force is distributed between the regenerative braking force and the hydraulic braking force under the condition that the regenerative braking is used to the maximum, the braking force distributed to the hydraulic braking is reduced. When the speed exceeds the maximum value of the braking force reduction speed in the hydraulic braking device, the actual braking result for the target braking force is detected by some parameter such as vehicle deceleration, and the regenerative braking force is detected midway through feedback control. The case where reduction correction is performed is shown. In this case, excessive braking as in the example of the prior art 1 does not occur, but there is still a possibility that a sudden change of the braking force may occur in the middle and the braking may feel strange.

以上の２例と対比して、本発明によれば、図３について上に説明した通り、油圧制動力に対する目標値の低減速度が油圧制動装置に於ける制動力の最大低減速度を越えたときには、その時点より直ちに回生制動力を低減する修正が行われるので、目標制動力が急速度にて低減されるときにも、回生制動を最大限に使用しつつ、実際に生ずる制動力を目標制動力に沿って低減させることができる。   In contrast to the above two examples, according to the present invention, as described above with reference to FIG. 3, when the reduction rate of the target value with respect to the hydraulic braking force exceeds the maximum reduction rate of the braking force in the hydraulic braking device, Since the correction to reduce the regenerative braking force is performed immediately after that point, even when the target braking force is reduced at a rapid speed, the braking force actually generated is controlled while the regenerative braking is used to the maximum. It can be reduced along with the power.

以上に於いては本発明を一つの実施の形態について詳細に説明したが、かかる実施の形態について本発明の範囲内にて種々の変更が可能であることは当業者にとって明らかであろう。   While the present invention has been described in detail with respect to one embodiment thereof, it will be apparent to those skilled in the art that various modifications can be made within the scope of the present invention.

本発明による車輌の本発明に関与する構成を解図的に示す概略図。BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows in figure the structure which concerns on this invention of the vehicle by this invention. 電子制御装置３８により行なわれる本発明に係る制御の機能的構成を示すブロック図。The block diagram which shows the functional structure of the control which concerns on this invention performed by the electronic controller. 電子制御装置３８により行われる制動力配分調停の一例を示すフローチャート。The flowchart which shows an example of the braking force distribution mediation performed by the electronic control apparatus 38. 目標制動力が増大した後、低減する場合に、それが回生制動力と油圧制動力とに配分される要領を、従来技術による２つの例と本発明による実施例とについて示すグラフ。The graph which shows the point by which it distributes to a regenerative braking force and a hydraulic braking force when a target braking force reduces after it increases, about two examples by a prior art, and the Example by this invention.

符号の説明Explanation of symbols

１０…内燃機関、１２…内燃機関の出力軸（クランク軸）、１４…駆動力分配装置、１６…第一の電動発電機（ＭＧ１）、１８…第二の電動発電機機（ＭＧ２）、２０，２２…歯車、２４…差動歯車装置、２６，２８…車軸、３０，３２…車輪、３４…インバータ、３６…バッテリ、３８…電子制御装置、４０，４２…油圧制動装置（ホイールシリンダ）、４４…油圧回路、４６…ブレーキペダル
DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 12 ... Output shaft (crankshaft) of internal combustion engine, 14 ... Driving force distribution apparatus, 16 ... First motor generator (MG1), 18 ... Second motor generator (MG2), 20 , 22 ... gears, 24 ... differential gear units, 26, 28 ... axles, 30, 32 ... wheels, 34 ... inverters, 36 ... batteries, 38 ... electronic control units, 40, 42 ... hydraulic braking devices (wheel cylinders), 44 ... Hydraulic circuit, 46 ... Brake pedal

Claims (3)

油圧制動力発生手段と回生制動力発生手段とを有し、前記油圧制動力発生手段および前記回生制動力発生手段により制動力が発生されている状態にて目標制動力が低下するとき、各時点に於ける前記目標制動力の値より該時点に於いて前記回生制動力発生手段にて実行可能な回生制動力の最大値を差し引いた差の低減速度が前記油圧制動力発生手段による制動力の低減速度の最大値より大きいときには、前記の各時点に於ける前記回生制動力発生手段による制動力を前記差が該時点に於ける前記油圧制動力発生手段による制動力の低減速度の最大値にて低減したとしてそれとの合計が該時点に於ける前記目標制動力の値となるよう制御することを特徴とする車輌。   Each time point when the target braking force decreases when the braking force is generated by the hydraulic braking force generation unit and the regenerative braking force generation unit. The reduction speed of the difference obtained by subtracting the maximum value of the regenerative braking force that can be executed by the regenerative braking force generating means at that time from the value of the target braking force at the time is the braking force of the hydraulic braking force generating means. When the reduction speed is greater than the maximum value, the braking force by the regenerative braking force generation means at each time point is set to the maximum value of the braking force reduction speed by the hydraulic braking force generation means at that time point. The vehicle is controlled so that the sum of the values is reduced to the value of the target braking force at that time. 車輌は回生制動力を電力に変換して車輌の駆動に使用するハイブリッド車であり、車輌の制動時には、請求項１に記載の条件により前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力以下に制御される場合を除き、前記回生制動力発生手段による回生制動力が実行可能な最大回生制動力に達するまで前記回生制動力発生手段による制動力の発生が前記油圧制動力発生手段による制動力の発生に優先して行われるようになっていることを特徴とする請求項１に記載の車輌。   The vehicle is a hybrid vehicle that converts the regenerative braking force into electric power and is used for driving the vehicle. When the vehicle is braked, the maximum regenerative braking force that can be executed by the regenerative braking force generating means is executed according to the conditions according to claim 1. Unless the regenerative braking force is controlled to be less than or equal to the regenerative braking force, the generation of the braking force by the regenerative braking force generation unit is the generation of the hydraulic braking force until the regenerative braking force by the regenerative braking force generation unit reaches a maximum executable regenerative braking force. 2. The vehicle according to claim 1, wherein the vehicle is prioritized over the generation of braking force by the means. 前記回生制動力発生手段による実行可能な最大回生制動力はバッテリ充電度とバッテリ温度と車速を含む情報に基づいて予測されるようになっていることを特徴とする請求項１または２に記載の車輌。
The maximum regenerative braking force that can be executed by the regenerative braking force generation means is predicted based on information including battery charge, battery temperature, and vehicle speed. Vehicle.
JP2006186727A 2006-07-06 2006-07-06 Hydraulic/regenerative braking combined vehicle considering hydraulic braking force reducing speed Pending JP2008013061A (en)

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CN115214577A (en) * 2021-12-17 2022-10-21 广州汽车集团股份有限公司 Control method and system for braking hydraulic compensation and storage medium

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012056489A1 (en) * 2010-10-25 2012-05-03 トヨタ自動車株式会社 Brake control device
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CN115214577A (en) * 2021-12-17 2022-10-21 广州汽车集团股份有限公司 Control method and system for braking hydraulic compensation and storage medium
CN115214577B (en) * 2021-12-17 2023-08-15 广州汽车集团股份有限公司 Control method, system and storage medium for brake hydraulic compensation

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