JP2008137618A - Braking/drive force control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking/drive force control unit capable of generating appropriate braking torque on each wheel even if secular changes and abnormality occur in a braking force generation unit. <P>SOLUTION: This braking/drive force control unit includes braking device abnormality determination means 41i for determining that there is abnormality in a hydraulic braking torque generation unit such as a brake actuator 23 or motors 31FL, 31FR, 31RL, 31RR when a difference between the target braking force of a vehicle and the actual braking force of the vehicle is beyond a predetermined value. When the braking device abnormality determination means 41i determines that there is abnormality, demand hydraulic braking torque setting means 41f or demand motor torque setting means 41g is configured to correct demand mechanical braking torque or demand motor torque based on a relative relationship between the braking torque of at least one of wheels 10FL, 10FR, 10RL, 10RR set so as to match the target braking force of the vehicle with the actual braking force of the vehicle and the each braking torque of the remaining wheels. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a braking / driving force control device that performs braking / driving force control on a mechanical braking torque generating device that generates mechanical braking torque on a wheel and a motor that generates braking torque or driving torque on the wheel.

  Conventionally, a vehicle has been provided with a braking force generator that generates a braking force. In recent years, only a mechanical braking torque generating device that generates mechanical braking torque on wheels (for example, a hydraulic braking torque generating device that generates hydraulic braking torque using hydraulic force) is used as the braking force generating device. However, there is a motor that generates a motor regeneration torque by using the motor on the regeneration side.

  For example, Patent Document 1 below discloses a technique for using the hydraulic braking torque and the motor regenerative torque in a single vehicle. The brake control device disclosed in Patent Document 1 performs a so-called ABS (anti-lock break system) control to increase or decrease the motor regenerative torque while keeping the hydraulic brake torque constant, thereby requiring the wheels. All braking torques (hereinafter referred to as “total braking torque”) are generated. Further, in this Patent Document 1, when the requested total braking torque is smaller than the hydraulic braking torque, the motor is driven on the power running side (that is, the motor is used as a driving force generator), and the request is made. Also described is a technique in which the generated total braking torque is generated in the wheels.

  In Patent Document 2 below, the brake characteristics are continuously learned from when the brake pads are new, and when the brake pads deviate more than a predetermined amount from the brake characteristics when the brake pads are new, the brake pads are disclosed. A technique is disclosed in which it is determined that there is an abnormal wear of the brake system, and the brake system is determined to be abnormal when the difference between the current learning value and the recent learning value exceeds a predetermined value.

  Patent Document 3 below discloses a vehicle body speed estimation device that estimates a vehicle body speed during ABS control from the wheel speed of a wheel that normally has the highest wheel speed among the wheels.

JP-A-5-270387 JP 2004-237886 A JP 2000-108875 A

  Here, the hydraulic braking torque varies under the influence of wear and deterioration of the components of the hydraulic braking torque generator. For example, the hydraulic braking torque may be caused by aging of the hydraulic braking torque generator such as brake pad wear or brake oil deterioration, or abnormal conditions of the hydraulic braking torque generator such as brake pad or brake oil overheating. It goes down. Therefore, the general braking / driving force control device requests the hydraulic braking torque generator to calculate the hydraulic braking torque calculated as such that there is no wear of such components. In the control device, the actual hydraulic braking torque is lower than the hydraulic braking torque requested for the hydraulic braking torque generator. When the motor is driven in the power running state under such a situation, the absolute value of the actual hydraulic braking torque becomes smaller than the absolute value of the motor power running torque, and the driving torque is applied to the wheel under braking control. There is a possibility of generating an acceleration slip by working. For this reason, in the vehicle at that time, there is a possibility that the deceleration will be lower than required. The same can be said when an abnormality occurs in the motor.

  Therefore, the present invention provides a braking / driving force control device that can improve the disadvantages of the conventional example and can generate an appropriate braking torque for each wheel even when the braking force generation device undergoes secular change or abnormality. That is the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, the mechanical braking torque control means for individually controlling the mechanical braking torque of all the wheels, and the motor control means for controlling the motor torque generated on the wheels for each motor. And a requested total braking torque setting means for calculating and setting a requested total braking torque to the wheel according to a target braking force to the vehicle requested by the driver or the vehicle, and a control request value of the mechanical braking torque control means. A requested mechanical braking torque setting means and a requested motor torque setting means for calculating and setting a requested mechanical braking torque to the wheel and a requested motor torque to the wheel, which is a control request value of the motor control means, based on the requested total braking torque, respectively. When the difference between the vehicle target braking force and the actual vehicle braking force exceeds a predetermined value, the mechanical braking torque generator or motor is provided. There is provided a braking device abnormality determining means for determining that there is a normal state, and when the braking device abnormality determining means determines that there is an abnormality, each of the vehicle target braking force and the actual vehicle braking force are set to coincide with each other. The required mechanical braking torque setting means or the required motor torque setting means is configured to correct the required mechanical braking torque or the required motor torque based on the relative relationship between the total braking torques of at least one of the wheels and the remaining wheels. ing.

  For example, the required mechanical braking torque setting means or the required motor torque setting means is based on the relative relationship between the total braking torques of at least one of the wheels and the remaining wheels. A torque correction value for each wheel is obtained, and the required mechanical braking torque or the required motor torque set when the braking device abnormality determining means determines that there is an abnormality is corrected by the torque correction value.

  According to the braking / driving force control device according to the first or second aspect, even if the braking performance of the hydraulic braking torque generator decreases due to deterioration of the component parts or overheating of the brake pads, the total braking force of the wheels is reduced. It can be close to the target value.

  More specifically, the mechanical braking torque and the motor torque are applied only to one of the wheels so that the target braking force of the vehicle and the actual braking force of the vehicle coincide with each other. Pattern braking execution means is provided for each wheel to perform pattern braking for generating only the mechanical braking torque for the remaining wheels on the other hand, and all the patterns between the wheels in all pattern braking performed by this pattern braking execution means are provided. The required mechanical braking torque setting means and the required motor torque setting means may be configured to correct the required mechanical braking torque or the required motor torque based on the correspondence relationship of the braking torque.

  Further, as in the invention described in claim 4, the distribution of braking force is changed between at least one of the wheels and the remaining wheels so that the target braking force of the vehicle and the actual braking force of the vehicle coincide with each other. A pattern braking execution means for performing a plurality of pattern brakings for generating only the mechanical braking torque is provided, and the required mechanical braking is performed based on the correspondence relationship of all the braking torques between the wheels in all the pattern braking performed by the pattern braking execution means. The required mechanical braking torque setting means and the required motor torque setting means may be configured to correct the torque or the required motor torque.

  In this case, the pattern braking execution means according to the fourth aspect of the present invention is the left and right which can maintain the stable state of the behavior of the vehicle in the case of pattern braking in which the braking force distribution is changed between the left and right wheels as in the fifth aspect of the invention. It is preferable that the brake force distribution between the wheels is set. At this time, the pattern braking execution means uses at least one information of the lateral acceleration of the vehicle, the yaw rate of the vehicle, the steering angle of the steering wheel, or the turning angle of the steering wheel, as in the invention described in claim 6. Thus, the braking force distribution between the left and right wheels may be set.

  By the way, as for the braking device abnormality determining means, as in the seventh aspect of the invention, the difference between the target vehicle deceleration obtained using the required mechanical braking torque and the required motor torque and the actual vehicle deceleration exceeds a predetermined value. The mechanical braking torque generator or the motor is determined to be abnormal when

  According to an eighth aspect of the present invention, in the braking / driving force control device according to any one of the first to seventh aspects, a lock tendency detecting means for detecting a lock tendency of the wheel, and the unlocking of the wheel. A unlocking tendency detecting means for detecting a tendency, and setting the requested mechanical braking torque so as to set the requested mechanical braking torque to a value between the total braking torques when the locking tendency is detected and when the unlocking tendency is detected. Means.

  In the braking / driving force control device according to the eighth aspect, the required mechanical braking torque is set based on the total braking torque applied to the wheels. For this reason, the required motor torque obtained by subtracting the required mechanical braking torque from the required total braking torque has margins for the output limit values on both the regeneration side and the power running side of the motor. That is, according to this braking / driving force control device, in addition to the effect according to any one of claims 1 to 7, the control range of the motor torque can be expanded. It is possible to expand the control range of the motor torque with respect to the fluctuation of the required total braking torque according to the change of the friction coefficient.

  The braking / driving force control device according to the present invention can bring the total braking force of each wheel closer to the target value when the braking performance of the mechanical braking torque generator or the motor is reduced (that is, generate appropriate braking torque on each wheel). Therefore, it is possible to prevent a significant decrease in the total braking force with respect to the target value), so that it is possible to suppress the acceleration slip of the wheel under such a situation. Therefore, according to this braking / driving force control device, it is not necessary to reduce the deceleration of the vehicle during braking even if the mechanical braking torque generating device undergoes secular change or abnormality.

  Hereinafter, embodiments of the braking / driving force control device according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A braking / driving force control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  First, the configuration of the braking / driving force control device according to the first embodiment will be described with reference to FIG. FIG. 1 shows a vehicle to which the braking / driving force control device according to the first embodiment is applied.

  The vehicle of the first embodiment is provided with a mechanical braking torque generator that generates a mechanical braking torque independently for each of the wheels 10FL, 10FR, 10RL, and 10RR. The operation of this mechanical braking torque generator is controlled by a mechanical braking torque control means constituted by an electronic control unit (ECU) or the like to generate a desired mechanical braking torque. For example, the mechanical braking torque generator of the first embodiment is a so-called hydraulic brake that generates a braking force by applying a mechanical braking torque to each of the wheels 10FL, 10FR, 10RL, and 10RR by a hydraulic force. . Therefore, in the following, this mechanical braking torque generator is referred to as a “hydraulic braking torque generator”, and the mechanical braking torque and the braking force generated by the hydraulic braking torque generator are respectively referred to as “hydraulic braking torque”. The mechanical braking torque control means is called “hydraulic braking torque control means”.

  Specifically, the hydraulic braking torque generator exemplified here includes hydraulic braking means 21FL, 21FR, 21RL, 21RR including calipers, brake pads, disk rotors, etc. disposed on the respective wheels 10FL, 10FR, 10RL, 10RR. The hydraulic pipes 22FL, 22FR, 22RL, and 22RR for supplying hydraulic pressure (ie, brake oil) to the calipers of the hydraulic brake means 21FL, 21FR, 21RL, and 21RR, and the hydraulic pipes 22FL, 22FR, and 22RL, respectively. , 22RR for adjusting the hydraulic pressure respectively (hereinafter referred to as “brake actuator”) 23, hydraulic braking torque control means 24 for controlling the brake actuator 23, and the driver operating when the braking force of the vehicle is generated. Brake pedal 25 and the driver A brake master cylinder 26 that is driven in response to depression of Rekipedaru 25, and a.

  Further, although not shown, this hydraulic braking torque generator is also provided with a booster for increasing the pressure generated by depressing the brake pedal 25 and inputting it to the brake master cylinder 26.

  Here, the brake actuator 23 includes an oil reservoir, an oil pump, various valve devices such as an increase / decrease control valve for increasing / decreasing the hydraulic pressure of each of the hydraulic pipes 22FL, 22FR, 22RL, 22RR, etc. It is configured to perform ABS control. The pressure increase / decrease control valve is normally controlled by the brake master cylinder 26 to adjust the hydraulic pressure of the caliper in each of the hydraulic braking means 21FL, 21FR, 21RL, 21RR. On the other hand, this pressure increase / decrease control valve is also duty ratio controlled by the hydraulic braking torque control means 24 as necessary, and adjusts the hydraulic pressure applied to the caliper in each of the hydraulic braking means 21FL, 21FR, 21RL, 21RR.

  In the vehicle according to the first embodiment, motors 31FL, 31FR, 31RL, and 31RR are provided on the wheels 10FL, 10FR, 10RL, and 10RR, respectively. The motors 31FL, 31FR, 31RL, and 31RR are controlled by the motor control means 32 shown in FIG. 1, and apply motor torque Tm to the wheels 10FL, 10FR, 10RL, and 10RR, respectively.

  Here, the motor torque Tm includes a motor power running torque that generates driving force (hereinafter referred to as “motor driving force”) on the wheels 10FL, 10FR, 10RL, and 10RR, and regeneration on the wheels 10FL, 10FR, 10RL, and 10RR. There is a motor regeneration torque that generates a braking force (hereinafter referred to as “motor regeneration braking force”).

  Therefore, when the motors 31FL, 31FR, 31RL, 31RR generate motor power running torque under the control of the motor control means 32, the motor driving force is applied to the respective wheels 10FL, 10FR, 10RL, 10RR to move the vehicle forward or forward. Retreat. For example, when this vehicle is an electric vehicle, the motor power running torque of each motor 31FL, 31FR, 31RL, 31RR is used as a power source of the vehicle. Further, when the vehicle is also equipped with a prime mover such as an internal combustion engine, the motor power running torque of each motor 31FL, 31FR, 31RL, 31RR is used as a power source for assisting the power of the prime mover or switching the power with the prime mover. Used. In this vehicle, power is supplied from the battery 33 shown in FIG. 1 to the motors 31FL, 31FR, 31RL, and 31RR in order to generate the motor power running torque.

  On the other hand, when the motors 31FL, 31FR, 31RL, and 31RR generate motor regenerative torque under the control of the motor control means 32, motor regenerative braking force is applied to the respective wheels 10FL, 10FR, 10RL, and 10RR to brake the vehicle. . At this time, in this vehicle, the electric power obtained by the motor regenerative braking force is stored in the battery 33.

  The motor torque Tm here has a negative value for the motor power running torque and a positive value for the motor regeneration torque.

  Incidentally, as described above, the vehicle according to the first embodiment is also provided with the hydraulic braking torque generator. Therefore, the total braking torque Ta generated in each wheel 10FL, 10FR, 10RL, 10RR is the hydraulic braking torque To of each wheel 10FL, 10FR, 10RL, 10RR by the hydraulic braking torque generator and each motor 31FL, The motor torque Tm of each wheel 10FL, 10FR, 10RL, 10RR by 31FR, 31RL, 31RR is summed up respectively. For example, when a hydraulic braking torque To is applied to each of the wheels 10FL, 10FR, 10RL, and 10RR, and a motor regeneration torque is generated in the motors 31FL, 31FR, 31RL, and 31RR of the wheels 10FL, 10FR, 10RL, and 10RR, The total braking torque Ta of each of the wheels 10FL, 10FR, 10RL, and 10RR is larger than that generated when only the hydraulic braking torque To is generated.

  Here, consider the case where motor power running torque is generated for each of the motors 31FL, 31FR, 31RL, 31RR during braking of the vehicle. The motor power running torque is a force that gives the wheels 10FL, 10FR, 10RL, and 10RR a rotational force in a direction opposite to the motor regenerative torque, and as described above, the vehicle regenerative torque increases the braking force of the vehicle. The driving force is generated. Therefore, if the motor power running torque is generated for each of the motors 31FL, 31FR, 31RL, 31RR when the hydraulic braking torque To is applied to each of the wheels 10FL, 10FR, 10RL, 10RR, each wheel 10FL, The motor power running torque against the hydraulic braking torque To is applied to 10FR, 10RL, and 10RR, and the total braking torque Ta of each of the wheels 10FL, 10FR, 10RL, and 10RR is larger than that generated when only the hydraulic braking torque To is generated. Get smaller.

  That is, in the vehicle according to the first embodiment, the hydraulic braking torque To applied to the wheels 10FL, 10FR, 10RL, and 10RR from the hydraulic braking torque generator and the motor regenerative torque or motor power running of the motors 31FL, 31FR, 31RL, and 31RR. The sum of the torques is the total braking torque Ta for each wheel 10FL, 10FR, 10RL, 10RR. Therefore, in this vehicle, the total braking torque Ta applied to each wheel 10FL, 10FR, 10RL, 10RR is adjusted by increasing / decreasing these torque values, and each wheel 10FL, 10FR, 10RL, Each total braking force generated at 10RR can be adjusted. For example, assuming that a constant hydraulic braking torque To is applied to each of the wheels 10FL, 10FR, 10RL, 10RR, and generating motor torque Tm from each motor 31FL, 31FR, 31RL, 31RR at that time, The total braking torque Ta of each wheel 10FL, 10FR, 10RL, 10RR can be increased or decreased according to the motor torque (motor regeneration torque or motor power running torque) Tm.

  Thus, in the vehicle of the first embodiment, the braking force generator (hereinafter referred to as “vehicle braking force”) that generates a braking force on the vehicle by the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR. Generator "). Therefore, the ABS control in the vehicle of the first embodiment is executed by increasing / decreasing the hydraulic braking torque To of the hydraulic braking torque generator and the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR. The motors 31FL, 31FR, 31RL, and 31RR function as a driving force generator (hereinafter referred to as a “vehicle driving force generator”) that generates driving force for the vehicle when used on the power running side. To do.

  Here, the ABS control is performed by a vehicle electronic control unit (ECU) by a control method well known in the art.

For example, this electronic control device detects the locking tendency of each of the wheels 10FL, 10FR, 10RL, 10RR when the driver performs a braking operation to activate the vehicle braking force generation device, and any of the wheels is detected. Total braking torque (hereinafter referred to as “required total braking torque”) Ta that can release the locking tendency of the corresponding wheels 10FL, 10FR, 10RL, 10RR when a locking tendency is detected in 10FL, 10FR, 10RL, 10RR. _{Find req} . Then, this electronic control device performs control on the vehicle braking force generator so that the total braking torque Ta of the corresponding wheels 10FL, 10FR, 10RL, 10RR becomes the required total braking torque Ta _req . In this vehicle, by repeatedly executing such torque calculation and torque control, the total braking torque Ta of the wheels 10FL, 10FR, 10RL, and 10RR that are ABS control targets is reduced, and the lock tendency is directed toward the release direction.

On the other hand, this electronic control unit also detects the unlocking tendency of the corresponding wheels 10FL, 10FR, 10RL, 10RR, and when the unlocking tendency is detected, the total braking torque of the wheels 10FL, 10FR, 10RL, 10RR is detected. The required total braking torque Ta _req for increasing Ta is obtained, and the control for the vehicle braking force generator is executed so that the total braking torque Ta becomes the required total braking torque Ta _req . Here, by repeatedly executing such torque calculation and torque control, the total braking torque Ta of the wheels 10FL, 10FR, 10RL, and 10RR that are ABS control targets is increased, and the total control of the wheels 10FL, 10FR, 10RL, and 10RR is increased. The power becomes stronger.

  This electronic control device adjusts and decreases the total braking torque Ta so as to release the locking tendency when the locking tendency is detected again, and then increases the total braking torque Ta when detecting the unlocking tendency. The electronic control unit repeats and executes these during ABS control.

By the way, as described above, in the first embodiment, the vehicle braking force generator is composed of the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR. The brake actuator 23 and the motors 31FL, 31FR, 31RL, 31RR are controlled by the hydraulic braking torque control means 24 and the motor control means 32, respectively. For this reason, in the first embodiment, the hydraulic braking torque control means 24 and the motor control means 32 once serve as an adjustment control function of the total braking torque Ta (= To + Tm) in the electronic control device described above. That is, the hydraulic braking torque control means 24 controls the wheels 10FL and 10FR to be controlled so as to be the hydraulic braking torque (hereinafter referred to as “required hydraulic braking torque”) To _req obtained when the required total braking torque Ta _req is generated. , 10RL, 10RR hydraulic braking torque To is controlled. On the other hand, the motor control means 32 controls the motors 31FL, 31FR, 31RL, 31RR to be controlled so that the motor torque (hereinafter referred to as “requested motor torque”) Tm _req obtained when the required total braking torque Ta _req is generated. The motor torque Tm is controlled.

Further, in the electronic control device described above, each wheel 10FL, 10FR, 10RL, 10RL, 10RL, 10RL, such as detection processing of the locking tendency and unlocking tendency of the wheels 10FL, calculation processing of the required total braking torque Ta _req , etc. There is also a processing function for 10RR. Further, when the total braking torque Ta is adjusted by the hydraulic braking torque control means 24 and the motor control means 32 described above, the required hydraulic braking torque To _{req as} the control parameter of the hydraulic braking torque control means 24 and the control of the motor control means 32 are controlled. It is necessary to set a required motor torque Tm _{req as a} parameter, and these required hydraulic braking torque To _req and required motor torque Tm _req are based on the required total braking torque Ta _req set by the above-described electronic control unit. Is calculated from

  For this reason, in the first embodiment, an electronic control device (hereinafter referred to as “brake / motor integrated ECU”) 41 having such a processing function is provided. The control means 24 and the motor control means 32 constitute a braking / driving force control device for the vehicle braking force generation device and the vehicle driving force generation device.

  Specifically, the brake / motor integrated ECU 41 of the first embodiment includes a lock tendency detection means 41a for detecting the lock tendency of the wheels 10FL, 10FR, 10RL, and 10RR, and the wheels 10FL, 10FR, 10RL, and 10RR. Unlocking tendency detecting means 41b for detecting the unlocking tendency.

  The lock tendency detecting means 41a and the unlock tendency detecting means 41b of the first embodiment are configured such that the wheels 10FL, 10FR, 10RL, 10RR are locked based on the slip ratio S of each wheel 10FL, 10FR, 10RL, 10RR during braking. It is configured to detect whether it is a tendency or a tendency to unlock. That is, in the first embodiment, for example, when the slip rate S of the wheels 10FL, 10FR, 10RL, 10RR is larger than a predetermined value (a value close to “0” or “0”), the wheels 10FL, 10FR, 10RL , 10RR can be determined to be in the slip state, the lock tendency detecting means 41a is caused to detect that the wheels 10FL, 10FR, 10RL, 10RR are in a lock tendency. On the other hand, when the slip ratio S of the wheels 10FL, 10FR, 10RL, and 10RR is equal to or less than a predetermined value, it can be determined that the wheels 10FL, 10FR, 10RL, and 10RR are not slipping or starting to grip, and therefore the lock release tendency The detecting means 41b is made to detect that the wheels 10FL, 10FR, 10RL, 10RR are in a tendency to unlock.

  The slip ratio S is calculated by a slip ratio calculating means 41 c provided in the brake / motor integrated ECU 41. The slip ratio calculating means 41c is configured to calculate or estimate the slip ratio S of each of the wheels 10FL, 10FR, 10RL, and 10RR by a calculation method known in this technical field. For example, the slip ratio calculating means 41c of the first embodiment obtains the slip ratio S of each wheel 10FL, 10FR, 10RL, 10RR based on the rotational speed of the wheels 10FL, 10FR, 10RL, 10RR and the vehicle body speed. Therefore, in the first embodiment, wheel rotation speed detection means (or wheel rotation speed estimation means for estimating the wheel rotation speed) for detecting the rotation speed of each wheel 10FL, 10FR, 10RL, 10RR, A vehicle speed detection means for performing detection (or a vehicle speed estimation means for estimating the vehicle speed) is required.

  Here, in a general vehicle that performs ABS braking, the wheel speed (the wheel rotation speed is set to the wheel rotation speed) by the detection signals of the wheel rotation speed detection means provided on the wheels 10FL, 10FR, 10RL, and 10RR. The vehicle speed is estimated based on the respective detection signals, and the ratio of the respective wheel speeds to the vehicle body speeds is obtained to obtain the ratio of each wheel 10FL, 10FR, 10RL, 10RR. A slip ratio S is calculated. That is, in the vehicle that performs the ABS braking, a wheel rotational speed detecting means and a vehicle body speed estimating means are generally prepared, and this is followed in the first embodiment. Therefore, in the first embodiment, wheel speed sensors 51FL, 51FR, 51RL, and 51RR for each of the wheels 10FL, 10FR, 10RL, and 10RR shown in FIG. The motor integrated ECU 41 is provided with vehicle body speed estimating means 41d shown in FIG. The vehicle body speed estimating means 41d estimates the vehicle body speed by a well-known method in the technical field, and here, the wheel having the highest wheel speed among the wheels 10FL, 10FR, 10RL, 10RR. The vehicle body speed at the time of ABS control is estimated from the wheel speed of the vehicle. For example, as a method for estimating the vehicle body speed, the method described in Patent Document 3 described above can be considered.

  If the wheel speed and the vehicle body speed are the same, the slip ratio S of the wheel is 0%. On the other hand, in the wheel, if the wheel speed is lower than the vehicle body speed, a deceleration slip occurs, and if the wheel speed is higher than the vehicle body speed, an acceleration slip occurs.

Further, the brake / motor integrated ECU 41 of the first embodiment includes a required total braking torque setting means 41e that calculates and sets the required total braking torque Ta _req of the wheels 10FL, 10FR, 10RL, 10RR to be controlled, and the wheels. The required hydraulic braking torque setting means 41f that calculates and sets the required hydraulic braking torque To _req of 10FL, 10FR, 10RL, and 10RR and the required motor torque Tm _req of the wheels 10FL, 10FR, 10RL, and 10RR are calculated and set. Requested motor torque setting means 41g.

The required total braking torque setting means 41e roughly divides the required total braking torque Ta _req into normal braking (ABS non-control time) and ABS control time. The required total braking torque Ta _req is calculated by a calculation method known in the field. For example, the required total braking torque setting means 41e is based on the amount of depression of the brake pedal 25 by the driver, the brake depression force, information on the estimated vehicle body speed estimated by the vehicle body speed estimating means 41d, etc., during normal braking. Thus, the required total braking torque Ta _req to be generated for each of the wheels 10FL, 10FR, 10RL, 10RR is calculated. Further, the required total braking torque setting means 41e sets the maximum value at the time of detecting the lock tendency during the ABS control, and then decreases the required total braking torque Ta _req until the unlocking tendency is detected. When the tendency is detected, the minimum value is set, and then the required total braking torque Ta _req is increased until a lock tendency is detected. Even during the ABS control, the required total braking torque setting unit 41e is caused to calculate the required total braking torque Ta _req using information on the estimated vehicle body speed estimated by the vehicle body speed estimating unit 41d.

This required total braking torque setting means 41e is used not only for such a driver's braking request, but also for performing a braking request based on the judgment of the vehicle itself, vehicle behavior stability control, etc. in a vehicle equipped with an automatic brake, for example. The required total braking torque Ta _req may be calculated based on a braking request or the like.

  Next, the required hydraulic braking torque setting unit 41f according to the first embodiment will be described.

The required hydraulic braking torque setting means 41f is also roughly classified to set the required hydraulic braking torque To _req separately for normal braking (when ABS is not controlled) and for ABS control. The required hydraulic braking torque To _req is calculated by a calculation method known in the technical field. For example, the required hydraulic braking torque setting means 41f can be configured to calculate the required hydraulic braking torque To _req based on the required total braking torque Ta _req during ABS control.

Specifically, the required hydraulic braking torque setting means 41f according to the first embodiment performs the required total braking torque (hereinafter referred to as “maximum”) when detecting the locking tendency of the wheels 10FL, 10FR, 10RL, and 10RR that tend to be locked during ABS control. "Total braking torque".) Between Ta _max and the required total braking torque (hereinafter referred to as "minimum total braking torque") Ta _min when the unlocking tendency of the wheels 10FL, 10FR, 10RL, 10RR is detected. The required hydraulic braking torque To _req is set to Here, the required hydraulic braking torque setting unit 41f of the first embodiment first calculates a provisional value of the required hydraulic braking torque (hereinafter referred to as “provisional required hydraulic braking torque”) To _pro , and then the final value. The required hydraulic braking torque To _req is set. Therefore, in the first embodiment, for example, using the following equation 2, the provisional required hydraulic braking torque To _pro during the ABS control is an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _min. As shown in FIG. In the first embodiment, the provisional required hydraulic braking torque To _pro is obtained every time a new minimum total braking torque Ta _min is calculated.

The maximum total braking torque Ta _max and a minimum total braking torque Ta _min, also be applied to the temporary demand during locking tendency detecting the respective hydraulic braking torque the To _pro and unlocking tendency at the time of detecting the temporary demand hydraulic braking torque the To _pro It is also possible to apply the actual total braking torque Ta at the time of detecting the lock tendency and the actual total braking torque Ta at the time of detecting the unlocking tendency, respectively. In the case of applying the former, the maximum total braking torque Ta _max and the minimum total braking torque Ta _min are obtained using values calculated by the required total braking torque setting means 41e. On the other hand, when the latter is applied, it is necessary to construct the brake / motor integrated ECU 41 so that the actual total braking torque Ta can be obtained. Therefore, in the case of applying the latter, an actual total braking torque calculating means 41h for calculating the actual total braking torque Ta is provided in the brake / motor integrated ECU 41.

For example, the actual total braking torque calculating means 41h is actually generated at each wheel 10FL, 10FR, 10RL, 10RR based on detection signals (wheel rotational speeds) from the wheel speed sensors 51FL, 51FR, 51RL, 51RR. The total braking torque Ta is calculated. The total braking torque Ta obtained by the actual total braking torque calculating means 41h is the maximum total braking torque Ta _max if the locking tendency is detected, and the minimum total braking torque Ta if the locking tendency is detected. _min .

Here, the calculation process of the temporary required hydraulic braking torque To _pro using the above equation 2 is performed every time the latest maximum total braking torque Ta _max and minimum total braking torque Ta _min are calculated (that is, the unlocking tendency is detected). It is a new minimum total braking torque Ta _min causes the time to) run which is calculated. That is, the required hydraulic braking torque To _req that is the control required value of the hydraulic braking torque control unit 24 is set in the required hydraulic braking torque setting unit 41f of the first embodiment until the new minimum total braking torque Ta _min is calculated. is held at an intermediate value, the required hydraulic braking torque causes the update of the to _req its into new minimum total braking torque Ta _min using equation 2 when the calculated new intermediate values. This therefore, for the requested hydraulic braking torque setting means 41f is requested hydraulic braking torque previously set until a new minimum total braking torque Ta _min is calculated at the time of the ABS control (hereinafter, "requested hydraulic braking torque previously calculated value The To _req is set as the temporary required hydraulic braking torque To _pro . Therefore, it is preferable to store the required hydraulic braking torque calculated value To _req in the main storage device or the like.

  Next, the required motor torque setting unit 41g according to the first embodiment will be described.

The required motor torque setting means 41g can also be roughly classified to set the required motor torque Tm _req separately during normal braking (when ABS is not controlled) and during ABS control. The required motor torque Tm _req is calculated by a known calculation method.

Here, in the required motor torque setting means 41g of the first embodiment, as in the case of the required hydraulic braking torque setting means 41f described above, first, a temporary value of the required motor torque (hereinafter referred to as “temporary required motor torque”). ) Tm _pro is calculated, and then the final required motor torque Tm _req is set. Therefore, the required motor torque setting means 41g according to the first embodiment obtains the required total braking torque Ta _req and the provisional required hydraulic braking torque To _pro obtained as described above, for example, as described above during the ABS control. And the provisional required motor torque Tm _pro is calculated thereby. In Equation 3, “To _req ” in Equation 1 is replaced with “To _pro ”, and “Tm _req ” is replaced with “Tm _pro ”.

As described above, the required hydraulic braking torque setting unit 41f and the required motor torque setting unit 41g described above derive a calculation result according to a change in the required total braking torque Ta _req during the ABS control, and the required total braking torque Ta _req variant of the temporary demand hydraulic braking torque the to _pro and temporary demand motor torque Tm _pro according to the change, in other words, the request corresponding to the change in total braking torque Ta _req requested hydraulic braking torque the to _req and requested motor torque Tm _req It can be said that this is a means for obtaining a change mode.

Further, each of the motors 31FL, 31FR, 31RL, and 31RR has a motor torque Tm output limit value (hereinafter referred to as “motor torque output limit value”) Tm _lim , and a motor that is equal to or greater than the motor torque output limit value Tm _lim. The torque Tm cannot be output. Therefore, the required hydraulic braking torque setting means 41f and the required motor torque setting means 41g are required for the required hydraulic braking torque To _req during ABS control according to the comparison result between the motor torque output limit value Tm _lim and the provisional required motor torque Tm _pro. And the required motor torque Tm _req are set respectively.

Specifically, the required motor torque setting means 41g of the first embodiment first sets the motor torque output limit value Tm _lim of the motors 31FL, 31FR, 31RL, 31RR in the ABS control target wheels 10FL, 10FR, 10RL, 10RR. Let it be calculated. This motor torque output limit value Tm _lim uniquely corresponds to the motor rotation speed and wheel speed, and there are individual values on both the regeneration side and the power running side as shown in FIG. Therefore, in the following, the motor torque output limit value Tm _lim on the regeneration side is referred to as “motor regeneration torque output limit value Tm1 _lim ”, and the motor torque output limit value Tm _lim on the power running side is referred to as “motor power running torque output limit”. Value Tm2 _lim ". Here, the motor regeneration torque output limit value Tm1 _lim is a positive value, and the motor power running torque output limit value Tm2 _lim is a negative value.

The required hydraulic braking torque setting means 41f and the required motor torque setting means 41g according to the first embodiment are configured such that the temporary required motor torque Tm _pro is lower than the motor regenerative torque output limit value Tm1 _lim or the motor power running torque output limit value Tm2 _lim. If it is higher, the calculated temporary required hydraulic braking torque To _pro and the temporary required motor torque Tm _pro are respectively set as the final required hydraulic braking torque To _req and the required motor torque Tm _req .

On the other hand, the required motor torque setting means 41g, if the temporary demand motor torque Tm _pro motor regenerative torque output limit value Tm1 _lim more or motor power torque output limit value Tm2 _lim or less, the motor regenerative torque output limit value Tm1 _lim Alternatively, the motor power running torque output limit value Tm2 _lim is set as the final required motor torque Tm _req . Therefore, the required hydraulic braking torque setting means 41f is set based on the required motor torque Tm _req set as described above as the final required hydraulic braking torque To _req . Therefore, in this case, the required hydraulic braking torque setting means 41f uses the set required motor torque Tm _req (= Tm1 _lim or Tm2 _lim ) and the required total braking torque Ta _req as the following formula 4 (formula 1 described above). The required hydraulic braking torque To _req is calculated by substituting into the modified equation (1).

  Hereinafter, the operation of the braking / driving force control device according to the first embodiment configured as described above will be described with reference to the flowcharts of FIGS. 3 and 4 and the time chart of FIG. 5. The flowcharts of FIGS. 3 and 4 and the time chart of FIG. 5 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR, and the same control as this. The operation is performed independently for all the wheels 10FL, 10FR, 10RL, 10RR. For example, here, the left front wheel 10FL is illustrated as a representative.

Until the ABS control is started, as shown in FIG. 5, for example, each wheel 10FL, based on the depression amount and the depression force of the brake pedal 25 by the driver, the vehicle speed estimated by the vehicle speed estimation means 41d, and the like. The required total braking torque Ta _req to be generated in 10FR, 10RL, and 10RR is calculated. Then, the motors 31FL, 31FR are provided so that the shortage of the required hydraulic braking torque To _req corresponding to the driver's brake pedaling force with respect to the total braking torque Ta of the wheels 10FL, 10FR, 10RL, 10RR is compensated. , 31RL, 31RR, the required motor torque Tm _req is set.

The braking / driving force control apparatus according to the first embodiment is a well-known ABS between immediately after the start of ABS control and until a lock release tendency is detected (that is, until a minimum total braking torque Ta _min described later is calculated). Make control run. For example, during that time, as shown in FIG. 5, the required total braking torque Ta _req is set so as to decrease the total braking torque Ta of each of the wheels 10FL, 10FR, 10RL, and 10RR. Then, the required hydraulic braking torque To _req for each of the wheels 10FL, 10FR, 10RL, 10RR is fixed to the value at the time of starting the ABS control, and the motors 31FL, 31FR, 31FR, 31FR, decreased according to the required total braking torque Ta _req . The required motor torque Tm _req of 31RL and 31RR is set.

  First, the brake / motor integrated ECU 41 according to the first embodiment determines whether or not the left front wheel 10FL is executing ABS control (step ST10). If not, the determination is repeated.

On the other hand, if the ABS control is being performed, the brake / motor integrated ECU 41 uses the information on the estimated vehicle body speed previously estimated by the vehicle body speed estimating unit 41d by the required total braking torque setting unit 41e. The required total braking torque Ta _req is calculated (step ST15), and it is determined based on the detection result of the lock tendency detecting means 41a whether the left front wheel 10FL is in a lock tendency (step ST20). In the determination, the brake / motor integrated ECU 41 calculates the slip ratio based on the wheel speed detected from the wheel speed sensor 51FL of the left front wheel 10FL and the estimated vehicle body speed previously estimated by the vehicle body speed estimating means 41d. The means 41c calculates the slip ratio S of the left front wheel 10FL, and the lock tendency detecting means 41a determines whether or not the left front wheel 10FL is in a lock tendency with reference to the slip ratio S.

Then, if an affirmative determination is made in step ST20, the brake / motor integrated ECU 41 uses the actual total braking torque calculation means 41h to request all the left front wheel 10FL requested in step ST15 when the lock tendency is detected. A braking torque Ta _req (maximum total braking torque Ta _max ) is calculated (step ST25). In the first embodiment, the obtained maximum total braking torque Ta _max is stored in the main storage device of the brake / motor integrated ECU 41 or the like. The stored maximum total braking torque Ta _max is held until a new maximum total braking torque Ta _max is calculated, and replaced with this after a new maximum total braking torque Ta _max is calculated.

  The brake / motor integrated ECU 41 determines whether or not the left front wheel 10FL has a tendency to release the lock based on the detection result of the lock release tendency detecting means 41b after that or when a negative determination is made in step ST20. Is determined (step ST30). Also in this determination, in the brake / motor integrated ECU 41, the slip ratio calculating means 41c calculates the slip ratio S of the left front wheel 10FL as described above, and the left front wheel 10FL is locked with reference to the slip ratio S. The lock release tendency detecting means 41b determines whether or not there is a release tendency.

If an affirmative determination is made in step ST30, the brake / motor integrated ECU 41 uses the actual total braking torque calculation means 41h to request the left front wheel 10FL obtained in step ST15 when the unlocking tendency is detected. Total braking torque Ta _req (minimum total braking torque Ta _min ) is calculated (step ST35). In the first embodiment, the minimum total braking torque Ta _min is stored in the main storage device of the brake / motor integrated ECU 41 in the same manner as the maximum total braking torque Ta _max . The stored minimum total braking torque Ta _min is maintained until a new minimum total braking torque Ta _min is calculated and replaced with this after a new minimum total braking torque Ta _min was calculated.

The brake / motor integrated ECU 41 thereafter calculates the motor torque output limit value Tm _lim of the motor 31FL of the left front wheel 10FL (step ST40) when a negative determination is made in step ST30. Here, both the motor regenerative torque output limit value Tm1 _lim and the motor power running torque output limit value Tm2 _lim are obtained.

Subsequently, the brake / motor integrated ECU 41 has the latest information on the minimum total braking torque Ta _min of the left front wheel 10FL in the main storage device or the like (in other words, the minimum total braking torque Ta _{min in} the previous step ST35). It is determined whether or not the information has been replaced (step ST45).

If the latest minimum total braking torque Ta _min exists, the brake / motor integrated ECU 41 determines the maximum value of the left front wheel 10FL obtained by the required hydraulic braking torque setting means 41f in steps ST25 and ST35, respectively. The total braking torque Ta _max and the minimum total braking torque Ta _min are substituted into the above-described equation 2 to calculate the provisional required hydraulic braking torque To _pro for the left front wheel 10FL (step ST50).

On the other hand, until the next unlocking trend is detected (i.e., until a new minimum total braking torque Ta _min is calculated), the negative determination in step ST45 is performed. Here, in the case of setting the at least one time the processing performed up to the last requested hydraulic braking torque the To _req required motor torque Tm _req has as its requested hydraulic braking torque the To _req is requested hydraulic braking torque previously calculated value the To _req It is stored in the main storage device or the like. For this reason, until the affirmative determination is made in step ST45, the required hydraulic braking torque already calculated value To _req of the left front wheel 10FL for which the required hydraulic braking torque setting means 41f has already been set is set to the left front wheel 10FL. Is set as the temporary required hydraulic braking torque To _pro (step ST55).

After the step ST50 or step ST55, the required motor torque setting means 41g of the brake / motor integrated ECU 41 determines the provisional required hydraulic braking torque To _pro for the left front wheel 10FL obtained in the step ST50 or step ST55 and the above step ST15. The calculated required total braking torque Ta _{req of} the left front wheel 10FL is substituted into the above-described equation 3 to calculate the provisional required motor torque Tm _pro of the motor 31FL in the left front wheel 10FL (step ST60).

Subsequently, the brake / motor integrated ECU 41 sets the required hydraulic braking torque To _req and the required motor torque Tm _req of the left front wheel 10FL (step ST65). Hereinafter, the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req in the first embodiment will be described in detail with reference to the flowchart of FIG.

First, the brake / motor integrated ECU 41 of the first embodiment determines whether or not the provisional required motor torque Tm _pro obtained in step ST60 is equal to or greater than the motor regenerative torque output limit value Tm1 _lim obtained in step ST40 ( Step ST110).

If a negative determination is made in step ST110, then the brake / motor integrated ECU 41 determines that the provisional required motor torque Tm _pro is less than or equal to the motor power running torque output limit value Tm2 _lim obtained in step ST40. It is determined whether or not there is (step ST115).

If a negative determination is made in step ST115, the required hydraulic braking torque setting means 41f of the brake / motor integrated ECU 41 sets the temporary required hydraulic braking torque To _pro set in step ST50 or step ST55 to the left. The required hydraulic braking torque To _req of the front wheel 10FL is set (step ST120). Further, the required motor torque setting means 41g of the brake / motor integrated ECU 41 sets the temporary required motor torque Tm _pro obtained in step ST60 as the required motor torque Tm _req of the left front wheel 10FL (step ST125). Thus, in the left front wheel 10FL, the required hydraulic braking torque To _req is set to an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _min .

On the other hand, when an affirmative determination is made in step ST110, the required motor torque setting means 41g sets the motor regenerative torque output limit value Tm1 _lim as the required motor torque Tm _req of the left front wheel 10FL (step ST130). If an affirmative determination is made in step ST115, the required motor torque setting means 41g sets the motor power running torque output limit value Tm2 _lim as the required motor torque Tm _req of the left front wheel 10FL (step ST135).

Then, the required hydraulic braking torque setting means 41f substitutes the required motor torque Tm _req set in step ST130 or step ST135 and the required total braking torque Ta _req calculated in step ST15 into the above-described equation 4 to request hydraulic braking. Torque To _req is calculated (step ST140).

After the required hydraulic braking torque To _req and the required motor torque Tm _req of the left front wheel 10FL are set in this way, the brake / motor integrated ECU 41 of the first embodiment performs a hydraulic brake abnormality determination flag “ON” described later. Is determined (step ST70). Here, it is assumed that the hydraulic brake abnormality determination flag “ON” is not set (that is, the braking performance of the hydraulic braking torque generator as described later is not deteriorated).

Accordingly, the brake / motor integrated ECU 41 generates the required hydraulic braking torque To _req and the required motor torque Tm _req set in step ST65 for the hydraulic braking torque control means 24 and the motor control means 32, respectively, on the left front wheel 10FL. (Step ST75). Specifically, the brake / motor integrated ECU 41 obtains the hydraulic pressure Po required for the hydraulic braking means 21FL of the left front wheel 10FL to generate the required hydraulic braking torque To _req based on the following formula 5, and the following formula: 6, the motor 31FL of the left front wheel 10FL obtains a voltage Vm necessary for generating the required motor torque Tm _req , and instructs the hydraulic braking torque control means 24 and the motor control means 32 respectively. “C1 _new-n {n = FL (FR, RL, RR)}” in Expression 5 obtains the hydraulic pressure Po of the hydraulic braking means 21FL, 21FR, 21RL, 21RR required to generate the required hydraulic braking torque To _req. Conversion coefficient (hereinafter referred to as “hydraulic pressure conversion coefficient”), and can be set in advance as a value unique to the hydraulic braking torque generator. Further, “C2 _new-n {n = FL (FR, RL, RR)}” in Expression 6 obtains the voltage Vm to the motors 31FL, 31FR, 31RL, 31RR required to generate the required motor torque Tm _req. Conversion coefficient (hereinafter referred to as “current conversion coefficient”), and can be set in advance as a value unique to the motors 31FL, 31FR, 31RL, and 31RR.

Thereby, the hydraulic braking torque control means 24 causes the brake actuator 23 to adjust the hydraulic pressure of the hydraulic braking means 21FL in the left front wheel 10FL, and the hydraulic braking torque To from the hydraulic braking means 21FL becomes the required hydraulic braking torque To _req. Control to be Further, the motor control means 32 performs control so that the motor torque Tm from the motor 31FL in the left front wheel 10FL becomes the required motor torque Tm _req .

The brake / motor integrated ECU 41 repeats the calculation process and the determination process described above during the execution of the ABS control. As long as the required motor torque Tm _req is between the motor regenerative torque output limit value Tm1 _lim and the motor power running torque output limit value Tm2 _lim , the brake / motor integrated ECU 41 sets the new maximum total braking torque Ta _max and the minimum The required hydraulic braking torque To _req is set to an intermediate value with respect to the total braking torque Ta _min . Further, the brake / motor integrated ECU 41 sets the required hydraulic braking torque To _req to the previously calculated value (the previous maximum total braking torque Ta _max until a new maximum total braking torque Ta _max and minimum total braking torque Ta _min are obtained. that kept the minimum intermediate value between the total braking torque Ta _min). That is, in this braking / driving force control device, the required motor torque Tm _req is equal to the motor regenerative torque output limit value Tm1 _lim and the motor power running torque until a new maximum total braking torque Ta _max and minimum total braking torque Ta _min are obtained. As long as it is between the output limit value Tm2 _lim and the hydraulic braking torque To as shown in FIG. 5, the motor is maintained at a constant value (intermediate value between the previous maximum total braking torque Ta _max and minimum total braking torque Ta _min ). The total braking torque Ta is generated by increasing or decreasing the torque Tm. In this braking / driving force control device, when the new maximum total braking torque Ta _max and the minimum total braking torque Ta _min are obtained, the hydraulic braking torque To is set to a new value (new maximum total braking torque Ta _max and To the minimum total braking torque Ta _min ).

Here, the increase / decrease control of the hydraulic braking torque To is inferior in output accuracy and responsiveness of the torque value compared to the case where the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR is increased / decreased. For this reason, it is not preferable to frequently update the required hydraulic braking torque To _req .

Therefore, the required hydraulic braking torque setting unit 41f of the first embodiment is configured so as not to execute the update process of the required hydraulic braking torque To _req as much as possible. Specifically, here, a threshold value (hereinafter referred to as “required hydraulic braking torque update determination threshold value”) for determining whether or not the required hydraulic braking torque To _req needs to be updated is set, and this and a temporary required motor described later. The required hydraulic braking torque setting means 41f is configured to compare the torque Tm _pro .

The required hydraulic braking torque update determination threshold value is set to a motor torque output limit value Tm _lim (motor regeneration torque output limit value Tm1 _lim , motor power running torque output limit value Tm2 _lim ) described later for each motor 31FL, 31FR, 31RL, 31RR. On the other hand, the value of the motor torque Tm with a predetermined margin (motor margin torque) is used. The requested hydraulic braking torque update determination threshold Tm _b may be defined as a value obtained by a predetermined ratio with respect to the motor torque output limit value Tm _lim, a value obtained by subtracting a predetermined margin from the motor torque output limit value Tm _lim It may be determined as

For example, here, as shown in FIG. 7, a value with a predetermined margin from the motor regenerative torque output limit value Tm1 _lim to the power running side is set as a required hydraulic braking torque update determination threshold (hereinafter referred to as “regenerative side”). requested hydraulic braking torque update determination threshold value "hereinafter.) Tm1 is set as _b, requested hydraulic braking torque update determination threshold power running side values which gave a predetermined margin to the regeneration side of the motor power torque output limit value Tm2 _lim (Hereinafter referred to as “power running side required hydraulic braking torque update determination threshold value”.) Tm2 _b is set. Here, the regeneration-side required hydraulic braking torque update determination threshold value Tm1 _{b is set} to a positive value, the powering-side required hydraulic braking torque update determination threshold value Tm2 _{b is set} to a negative value, and the absolute values thereof are the same. .

Here, as long as the temporary required motor torque Tm _pro is between the regeneration-side required hydraulic braking torque update determination threshold value Tm1 _b and the power running-side required hydraulic braking torque update determination threshold value Tm2 _b , the required hydraulic braking torque To _req is not updated. To keep the intermediate value obtained from the equation 2 in advance.

On the other hand, when the provisional required motor torque Tm _pro becomes equal to or higher than the regeneration-side required hydraulic braking torque update determination threshold Tm1 _b, or when it becomes equal to or less than the power running-side required hydraulic braking torque update determination threshold Tm2 _b , the required hydraulic braking is performed. The torque To _req is updated. This reason, requested hydraulic braking torque setting means 41f in this case, after any such circumstance, when the new minimum total braking torque Ta _min is calculated, the request is stored in the main storage device such as a hydraulic The brake torque already calculated value To _req is deleted.

The braking / driving force control device in this case is obtained by changing the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req in step ST65 of the flowchart of FIG. 3 as shown in the flowchart of FIG. 6 below. .

First, the brake-motor integration ECU41 in this case, by the requested hydraulic braking torque setting means 41f, calculates a required hydraulic braking torque update determination threshold Tm _b for motor 31FL of the left front wheel 10FL (step ST210). Here, the request hydraulic braking torque update determination threshold Tm _b as a regenerative side requested hydraulic braking torque update determination threshold Tm1 _b power running side requested hydraulic braking torque update determination threshold Tm2 _b is determined.

Then, the requested hydraulic braking torque setting means 41f determines whether the temporary demand motor torque Tm _pro obtained in step ST60 is in the regeneration side requested hydraulic braking torque update determination threshold Tm1 _b greater than or equal to the calculated step ST210 (Step ST215).

If a negative determination is made in step ST215, then the required hydraulic braking torque setting unit 41f determines that the provisional required motor torque Tm _pro is the power running side required hydraulic braking torque update determination threshold Tm2 _b obtained in step ST210. It is determined whether or not the following is true (step ST220).

If a negative determination is made in step ST220, the required hydraulic braking torque setting unit 41f determines whether the required hydraulic braking torque already calculated value To _req of the left front wheel 10FL is stored in the main storage device or the like. Determination is made (step ST225).

If the required hydraulic braking torque already calculated value To _req does not exist, the required hydraulic braking torque setting means 41f uses the temporary required hydraulic braking torque To _pro obtained in step ST50 as the required hydraulic pressure of the left front wheel 10FL. is set as braking torque the to _req (step ST230), further, the required motor torque setting means 41g sets the temporary demand motor torque Tm _pro obtained in step ST60 as the required motor torque Tm _req left front wheel 10FL (step ST235 ). Accordingly, as shown in FIG. 7, the required hydraulic braking torque To _{req of} the left front wheel 10FL is set to an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _min . Here, if the information on the required hydraulic braking torque To _req (required hydraulic braking torque already calculated value To _req ) does not exist in the main storage device or the like, the newly set required hydraulic braking torque To _req is determined as the required hydraulic pressure. The brake torque already calculated value To _req is stored in the main storage device or the like, and if the information on the required hydraulic brake torque To _req already exists, the new required hydraulic brake torque To _req is calculated. _Replace To _req .

Note that the required hydraulic braking torque already calculated value To _req stored in the main storage device or the like is the case where the provisional required motor torque Tm _pro is equal to or greater than the regeneration-side required hydraulic braking torque update determination threshold Tm1 _{b in} step ST215. , or when it becomes less than the power running side requested hydraulic braking torque update determination threshold Tm2 _b in step ST220, then remove the required hydraulic braking torque setting means 41f when a new minimum total braking torque Ta _min is calculated Shall be allowed to.

On the other hand, if the required hydraulic braking torque already calculated value To _req exists in step ST225, the required hydraulic braking torque setting means 41f uses the required hydraulic braking torque already calculated value To _req as the required hydraulic braking for the left front wheel 10FL. The torque To _req is set (step ST240). Then, the required motor torque setting means 41g substitutes the required hydraulic braking torque To _req and the required total braking torque Ta _req of the left front wheel 10FL obtained in step ST15 into the following equation 7 to set the required motor torque Tm _req . It performs (step ST245). As a result, as shown in FIG. 7, even when a new minimum total braking torque Ta _min is obtained, the required hydraulic braking torque To _req is not updated from the previous time.

Furthermore, when an affirmative determination is made in step ST215, the required hydraulic braking torque setting unit 41f determines whether or not the provisional required motor torque Tm _pro is equal to or greater than the motor regenerative torque output limit value Tm1 _lim (step ST250). ). If an affirmative determination is made in step ST220, the required hydraulic braking torque setting means 41f determines whether or not the provisional required motor torque Tm _pro is equal to or less than the motor power running torque output limit value Tm2 _lim ( Step ST255).

Then, if a negative determination is made in step ST250 or step ST255, the required hydraulic braking torque setting unit 41f proceeds to step ST225, and requests according to the presence or absence of the required hydraulic braking torque already calculated value To _req. Set the hydraulic braking torque To _req . Thus, in such a case, until the motor torque Tm reaches the motor regenerative torque output limit value Tm1 _lim or the motor power running torque output limit value Tm2 _lim , the regeneration side required hydraulic braking torque update determination threshold Tm1 _b or the power running side required hydraulic braking the required motor torque Tm _req is set beyond the torque update determination threshold Tm2 _b. In this case, when the next minimum total braking torque Ta _min is calculated, the required hydraulic braking torque To _req is updated to an intermediate value between the new maximum total braking torque Ta _max and the minimum total braking torque Ta _min. The

Here, if an affirmative determination is made in step ST250 or step ST255, the required total braking torque Ta _req cannot be satisfied by merely increasing or decreasing the motor torque Tm. For example, if the friction coefficient (road surface μ) of the road surface on which the vehicle is moving changes, the motor torque Tm reaches the motor torque output limit value Tm _lim , and the road surface friction coefficient is simply increased or decreased. It becomes impossible to generate the requested total braking torque Ta _req that changes suddenly with the change.

Therefore, in such a case, the deficiency or surplus of the required total braking torque Ta _req is dealt with by changing the hydraulic braking torque To.

Specifically, when an affirmative determination is made in step ST250, the required motor torque setting means 41g sets the motor regenerative torque output limit value Tm1 _lim as the required motor torque Tm _req of the left front wheel 10FL (step ST260). . If a positive determination is made in step ST255, the required motor torque setting means 41g sets the motor power running torque output limit value Tm2 _lim as the required motor torque Tm _req of the left front wheel 10FL (step ST265).

Then, the required hydraulic braking torque setting means 41f calculates the required motor torque Tm _req of the left front wheel 10FL set in step ST260 or step ST265 and the required total braking torque Ta _{req of} the left front wheel 10FL obtained in step ST15. By substituting into 4, the required hydraulic braking torque To _req is calculated (step ST 270).

After the required hydraulic braking torque To _req and the required motor torque Tm _req of the left front wheel 10FL are set in this way, the brake / motor integrated ECU 41 in this case proceeds to step ST70 as described above, and will be described later. It is determined whether or not the hydraulic brake abnormality determination flag “ON” is set. Here again, it is assumed that the hydraulic brake abnormality determination flag “ON” is not set.

Accordingly, the brake / motor integrated ECU 41 here also proceeds to step ST75, and the required hydraulic braking torque To _req and the required motor torque Tm set in step ST65 for the hydraulic braking torque control means 24 and the motor control means 32. Instruct to generate _req on the left front wheel 10FL.

Also in this case, the brake / motor integrated ECU 41 repeats the above-described calculation process and determination process during the execution of the ABS control. Then, as long as the required motor torque Tm _req is between the regeneration-side required hydraulic braking torque update determination threshold Tm1 _b and the power running-side required hydraulic braking torque update determination threshold Tm2 _b , the brake / motor integrated ECU 41 Even if the required hydraulic braking torque To _req is set to an intermediate value between Ta _max and the minimum total braking torque Ta _min and a new maximum total braking torque Ta _max and minimum total braking torque Ta _min are obtained, the required hydraulic braking torque To _req Will not be updated. That is, the required hydraulic braking torque To _req (hydraulic braking torque To) is maintained at a constant value as shown in FIG. 7 unless the predetermined condition as described above is satisfied.

  By the way, the above-described hydraulic braking torque generator cannot always maintain the braking performance when it is new or just after replacement for a long period of time, even if necessary maintenance such as replacement of parts is performed regularly. For example, the hydraulic braking torque To decreases as the wear of a friction material such as a brake pad and the deterioration of components such as hydraulic piping (usually formed of a rubber material) progress. In other words, this hydraulic braking torque generating device begins to wear out immediately after the start of use, and also deteriorates with use, aging, etc., so that each wheel 10FL, 10FR, 10RL, 10RR is expected for each wheel. The hydraulic braking torque To (that is, generated at the time of a new product or immediately after replacement) cannot be applied. Further, in this hydraulic braking torque generating device, the hydraulic braking torque To suddenly decreases (so-called fade phenomenon) due to overheating of the brake pads and the brake rotor, and the hydraulic braking torque To also decreases due to overheating and deterioration of the brake oil. A sudden drop (so-called vapor lock phenomenon) occurs.

Therefore, when the hydraulic braking torque To is lowered due to such a reason, as shown in FIG. 8, the actual hydraulic braking torque is compared with the required hydraulic braking torque To _req set by the required hydraulic braking torque setting means 41f. When To becomes low and the motors 31FL, 31FR, 31RL, 31RR are driven in the power running state at that time, the absolute value of the actual hydraulic braking torque To becomes smaller than the absolute value of the motor power running torque Tm, and braking is performed. There is a possibility that a driving torque acts on the wheels 10FL, 10FR, 10RL, and 10RR being controlled to generate an acceleration slip. This may significantly reduce the deceleration of the vehicle.

  Therefore, in the first embodiment, the brake motor abnormality determining means 41i for determining whether or not the braking performance of the hydraulic braking torque generating device is deteriorated due to such secular change or abnormality is provided as a brake motor. Provided in the integrated ECU 41.

  Here, it is assumed that no problems occur in the motors 31FL, 31FR, 31RL, and 31RR of the wheels 10FL, 10FR, 10RL, and 10RR.

Here, strictly speaking, the braking force of the vehicle is affected by an increase or decrease in the number of passengers or luggage, a change in the road surface gradient θ _R , or the like. That is, for example, since inertia increases with an increase in occupants and luggage, the braking distance increases with an increase in the total vehicle weight M (here, not only vehicles and oils and fats, but also occupants and luggage). . Further, as the road surface gradient θ _R increases, the acceleration of the vehicle increases due to the influence of gravity, so the braking distance increases as the road surface gradient θ _R increases. For this reason, it is difficult to conclude that the braking performance of the hydraulic braking torque generator has deteriorated immediately because the braking distance has increased. This reason, the braking device abnormality determining means 41i of the first embodiment, determination of the presence or absence of the reduction in the braking performance of the hydraulic braking torque generator taking into account the vehicle total weight M and the road surface gradient theta _R (hydraulic brake abnormality determination ) Is executed.

In the first embodiment, the brake / motor integrated ECU 41 is provided with vehicle total weight estimation means 41j for estimating the vehicle total weight M. When the braking performance of the hydraulic braking torque generator is degraded, the actual hydraulic braking torque To with respect to the required hydraulic braking torque To _req is reduced, so that the vehicle body deceleration according to the required hydraulic braking torque To _req is lower than the actual hydraulic braking torque To _req. The actual vehicle deceleration is reduced. For this reason, there is a possibility that the exact total vehicle weight M cannot be obtained while the vehicle is decelerating. Therefore, the vehicle total weight estimation means 41j includes the vehicle total weight M when the vehicle is accelerating. Make an estimate. Specifically, here, when the motors 31FL, 31FR, 31RL, and 31RR are driven in a power running state, the total vehicle weight (hereinafter referred to as “motor estimated acceleration total vehicle weight”) Mm is estimated.

  For example, as shown in the flowchart of FIG. 9, the vehicle total weight estimating means 41j according to the first embodiment determines whether or not the vehicle is in the straight acceleration state, and only when the vehicle is in the straight acceleration state, the estimated vehicle total weight at the time of motor acceleration. Let Mm be estimated.

  Here, first, it is determined whether or not the vehicle body speed V exceeds a predetermined value A (step ST310). The vehicle body speed V may be estimated by the vehicle body speed estimating means 41d, or may be detected by a vehicle speed sensor (not shown) as long as it is mounted on the vehicle. The predetermined value A is one condition value for determining the acceleration state of the vehicle, and may be a value larger than at least “0 km / h”. If a negative determination is made in step ST310, it is determined that the estimated total vehicle weight Mm during motor acceleration cannot be estimated at present, and the estimated vehicle total weight calculation completion flag “OFF” is set during motor acceleration. (Step ST340).

  If an affirmative determination is made in step ST310, vehicle total weight estimating means 41j next determines whether or not the vehicle is in a deceleration state based on information on whether or not the brake is off (step ST315). For example, this determination is performed using an output signal of the pedal position detection sensor 52 that can detect a position (or a movement amount) due to depression of the brake pedal 25. The pedal position detection sensor 52 outputs a pedal position signal together with a brake ON signal when the driver operates the brake pedal 25, for example, and outputs a brake OFF signal when the brake pedal 25 is not operated. Accordingly, the vehicle total weight estimating means 41j is caused to determine that the vehicle is in a decelerating state when the brake ON signal is detected (when a negative determination is made in step ST315), and this estimation calculation process is temporarily performed. Terminate. Even if an affirmative determination is made in step ST315, the possibility of steady running cannot be discarded, so that it is not determined that the vehicle is still accelerating.

If an affirmative determination is made in step ST315, vehicle total weight estimating means 41j next determines whether the vehicle is in a straight traveling state or a turning state (step ST320). Here, it is determined whether or not the steering angle θ _ST of the steering wheel (not shown) is within a predetermined range (that is, whether or not the absolute value of the steering angle θ _ST is smaller than the predetermined value B). Based on this, it is determined whether the vehicle is moving straight or turning. The steering angle θ _ST can be known from, for example, a detection signal of a steering angle sensor 53 provided on a steering shaft (not shown). Further, the predetermined value B is a condition value for determining the straight traveling state of the vehicle. For example, an upper limit value of the play of the steering wheel (the range of the steering angle θ _{ST in} which the steered wheels are not steered) is used. Accordingly, the vehicle total weight estimating means 41j determines that the vehicle is in a turning state when the absolute value of the steering angle θ _ST is equal to or greater than the predetermined value B, and temporarily ends the estimation calculation process. The determination in step ST320 may be made based on the steered angle of the steered wheels. For example, if the steered angle is “0 degrees”, the vehicle is judged to be in a straight traveling state, and the steered angle is “ If it is greater than "0 degree", it is determined that the vehicle is turning.

If an affirmative determination is made in step ST320, vehicle total weight estimation means 41j next determines whether or not the vehicle is in an acceleration state (step ST325). Here, it is determined whether or not the vehicle is in an accelerating state by determining whether or not an accelerator opening θ _AC of an accelerator pedal (not shown) is larger than a predetermined value C. The accelerator opening θ _AC can be known from the output signal of the accelerator opening sensor 54 provided in the accelerator pedal. For example, the accelerator opening sensor 54 outputs a pedal position signal together with an accelerator ON signal when the driver operates the accelerator pedal, and outputs an accelerator OFF signal when the accelerator pedal is not operated. The predetermined value C is a condition value for determining the acceleration state of the vehicle. For example, the upper limit of the play of the accelerator pedal (the range of the accelerator opening θ _AC that does not open the throttle valve (not shown)). Set the value. Therefore, the vehicle total weight estimating means 41j determines that the vehicle is in a steady running state when the accelerator opening θ _AC is equal to or smaller than the predetermined value C, and temporarily terminates the estimation calculation process. The determination in step ST325 may be performed by detecting a change in the accelerator opening degree θ _AC , for example, if the accelerator opening degree θ _AC changes in the increasing direction, the vehicle is in an acceleration state. If the accelerator opening θ _AC changes in the decreasing direction, it is determined that the vehicle is in a steady running state. Further, such a determination may be made in the same manner as in the case of the accelerator opening degree θ _AC based on the opening angle of the throttle valve and the change in the opening angle.

  The vehicle total weight estimation means 41j of the first embodiment determines that the vehicle is in a straight acceleration state when an affirmative determination is made in step ST325, and uses the following equation 8 to estimate the estimated vehicle total weight Mm during motor acceleration. (Step ST330), the motor acceleration estimated vehicle total weight calculation completion flag “ON” is set (step ST335).

Here, “Tm _req-FL ”, “Tm _req-FR ”, “Tm _req-RL ”, and “Tm _req-RR ” of the equation 8 indicate that the required motor torque setting means 41g determines whether the accelerator opening θ _AC or the throttle This is the required motor torque (here, motor power running torque) for each wheel 10FL, 10FR, 10RL, 10RR calculated based on the valve opening angle (in other words, the required acceleration to the vehicle). In addition, “r” in Equation 8 indicates the tire radius of each wheel 10FL, 10FR, 10RL, 10RR. Here, since the wheels 10FL, 10FR, 10RL, and 10RR are unified with the same size, only one value “r” is used. However, when wheels 10FL, 10FR, 10RL, and 10RR of different sizes are mounted on the vehicle, Keep information on individual tire radii. In addition, “Gc _real ” in Expression 8 indicates an actual vehicle longitudinal acceleration (here, vehicle acceleration). Therefore, the vehicle longitudinal acceleration sensor 55 capable of detecting the longitudinal acceleration of the vehicle is provided in the vehicle of the first embodiment.

The estimation calculation processing of the estimated vehicle total weight Mm at the time of motor acceleration shown here is executed at least once after detecting the ignition ON signal. Here, in order to improve the estimation accuracy, the above-described estimation calculation process is performed a plurality of times, and the respective average values are set as the final estimated motor total weight Mm during motor acceleration. In addition, when the vehicle has been stopped for a certain period of time, there is a possibility that passengers are getting on and off and taking in and out luggage. For this reason, in consideration of such a case, when the stoppage time exceeds a predetermined time, the vehicle total weight estimation means 41j is configured to execute the estimation calculation process of the estimated vehicle total weight Mm during motor acceleration again. Further, where the calculated information of the motor during acceleration estimated vehicle gross weight Mm is at least a torque correction coefficient _{K n (n = FL, FR} , RL, RR) main memory of the brake-motor integration ECU41 until after the calculation of And so on.

For the braking device abnormality determination means 41i of the first embodiment, information on the estimated vehicle total weight Mm during motor acceleration estimated by the vehicle total weight estimation means 41j is used, and the magnitude of the road surface gradient θ _R during traveling is further determined. Considering the above, it is determined whether or not the braking performance of the hydraulic braking torque generator is deteriorated due to the above-mentioned secular change or abnormality.

  Specifically, the braking device abnormality determination unit 41i determines that the mechanical braking torque generator or the motor is abnormal when the difference between the target braking force of the vehicle and the actual braking force of the vehicle exceeds a predetermined value. . For example, as shown in the flowchart of FIG. 10, the braking device abnormality determination unit 41i of the first embodiment determines whether or not the vehicle is in a straight traveling deceleration state, and executes a hydraulic brake abnormality determination only when the vehicle is in a straight traveling deceleration state. .

  Here, first, it is determined whether or not a motor acceleration estimated vehicle total weight calculation completion flag “ON” is set (step ST410). That is, it is first determined whether or not the estimated vehicle total weight Mm during motor acceleration is obtained by the vehicle total weight estimating means 41j described above. If a negative determination is made in step ST410, it is determined that the hydraulic brake abnormality determination cannot be performed accurately at present, and the hydraulic brake abnormality determination flag “OFF” is set (step ST445).

  When an affirmative determination is made in step ST410, braking device abnormality determination means 41i determines whether or not the vehicle is in an acceleration state based on information on whether or not the accelerator is off (step ST415). For example, this determination is performed using the output signal from the accelerator opening sensor 54 described above. That is, when the driver operates the accelerator pedal, it can be seen that the vehicle is in an acceleration state by the accelerator ON signal from the accelerator opening sensor 54. Accordingly, the braking device abnormality determining means 41i determines that the vehicle is in an acceleration state if the accelerator OFF signal is not detected, and this determination process is temporarily terminated.

If an affirmative determination is made in step ST415, the braking device abnormality determination unit 41i next moves the vehicle to a straight-ahead state in the same manner as in step ST320 in the estimation calculation process of the estimated vehicle total weight Mm during motor acceleration described above. It is determined whether there is a turning state (step ST420). For this reason, if a negative determination is made in this step ST420 (determined that the absolute value of the steering angle θ _ST is equal to or greater than the predetermined value B), it is determined that the vehicle is in a turning state and this determination process is temporarily terminated. To do.

On the other hand, if an affirmative determination is made in step ST420, brake device abnormality determination means 41i next determines whether or not the vehicle is in a predetermined deceleration state (step ST425). Here, for example, whether or not the vehicle is in a decelerating state by determining whether or not the required total braking torque Ta _req calculated by the required total braking torque setting means 41e in step ST15 of FIG. 3 exceeds a predetermined value D. Make a decision. The predetermined value D is a condition value for determining the deceleration state of the vehicle. Here, if a required large braking torque Ta _req is not required for the hydraulic braking torque generator, whether the braking performance of the hydraulic braking torque generator is actually degraded or within an error range. Since it is difficult to identify, the predetermined value D is preferably set in consideration of this point. Accordingly, if the vehicle does not require the deceleration (target vehicle body deceleration Gc _bt ) required for the hydraulic brake abnormality determination, the braking device abnormality determination means 41i makes a negative determination in step ST425. This determination process is temporarily terminated.

When the determination in step ST425 is affirmative, the braking device abnormality determination unit 41i of the first embodiment determines that the vehicle is in a straight deceleration state, and calculates the target vehicle body deceleration Gc _bt using the following equation (9). (Step ST430).

Here, “Tb _req-FL ”, “Tb _req-FR ”, “Tb _req-RL ”, and “Tb _req-RR ” in Equation 9 are the values set in step ST65 of FIG. 3 described above. This is the required hydraulic braking torque for the wheels 10FL, 10FR, 10RL, 10RR. In addition, “Tm _req-FL ”, “Tm _req-FR ”, “Tm _req-RL ”, and “Tm _req-RR ” in Equation 9 are the wheels 10FL, 10FR, The required motor torque with respect to 10RL and 10RR (here, motor regeneration torque). Further, “g” in Equation 9 is a gravitational acceleration. In the first embodiment, the hydraulic brake abnormality determination is performed in consideration of the road surface gradient θ _R during traveling by “g · sin θ _R ” of Expression 9. The “g · sin θ _R ” is calculated based on the actual vehicle body longitudinal acceleration Gc _real detected by the vehicle body longitudinal acceleration sensor 55 and the vehicle body speed estimated by the vehicle body speed estimating means 41d, as in the following Expression 10. The vehicle body longitudinal acceleration Gc _speed calculated (that is, calculated based on the wheel speed) can be obtained.

After determining the target vehicle body deceleration Gc _bt , the braking device abnormality determination unit 41i of the first embodiment calculates the absolute value of the difference between the target vehicle body deceleration Gc _bt and the vehicle body longitudinal acceleration Gc _speed based on the vehicle body speed. Is determined to be larger than a predetermined value E (step ST435). That is, if the difference deviates more than a predetermined value, it can be determined that the braking performance is deteriorated due to the above-mentioned secular change or abnormality in the hydraulic braking torque generator, so that the braking apparatus abnormality determination means 41i has this step ST435. Make a decision. For the predetermined value E, for example, a braking experiment or a braking simulation is performed separately for a state in which the braking performance of the hydraulic braking torque generator is lowered and a normal state, and the boundary between the normal state and the abnormal state is obtained from the result. Set.

  Accordingly, the brake device abnormality determination means 41i once ends the determination process when a negative determination is made in step ST435. On the other hand, the braking device abnormality determining means 41i determines that the braking performance is deteriorated due to the above-mentioned secular change or abnormality in the hydraulic braking torque generating device when an affirmative determination is made in step ST435, and the hydraulic braking abnormality A determination flag “ON” is set (step ST440).

When the hydraulic brake abnormality determination flag “ON” is set in step ST440, the braking performance is deteriorated in at least one of the wheels 10FL, 10FR, 10RL, 10RR. For this reason, in the wheels 10FL, 10FR, 10RL, and 10RR in which the braking performance is deteriorated, the actual hydraulic braking torque To is smaller than the required hydraulic braking torque To _req , so that the actual total braking torque Ta is required. It becomes lower than the total braking torque Ta _req . In this case, the total braking torque Ta of at least one of the wheels 10FL, 10FR, 10RL, and 10RR and the remaining wheels is set so that the target braking force of the vehicle matches the actual braking force of the vehicle. The required hydraulic braking torque To _req or the required motor torque Tm _req is corrected based on the relative relationship between all the braking torques Ta. For example, hydraulic braking means for the wheels 10FL, 10FR, 10RL, and 10RR in which the braking performance is reduced based on the result of pattern braking described later and the braking torque (To _req -To) corresponding to the reduced braking torque is reduced. What is necessary is just to make it supplement to 21FL, 21FR, 21RL, 21RR or motor 31FL, 31FR, 31RL, 31RR.

In the first embodiment, therefore, the torque braking value calculating means 41k for obtaining the braking torque correction value for the hydraulic braking means 21FL, 21FR, 21RL, 21RR or the motors 31FL, 31FR, 31RL, 31RR is used as a brake motor. Provided in the integrated ECU 41. Here, a torque correction coefficient K _n (n = FL, FR, RL, RR) for correcting the required hydraulic braking torque To _req or the required motor torque Tm _req according to a decrease in braking performance is obtained as a torque correction value. .

Here, the braking device abnormality determining means 41i of the first embodiment can determine whether or not the braking performance of the hydraulic braking torque generating device has been reduced as described above, but which wheel 10FL has the reduced braking performance. , 10FR, 10RL, 10RR cannot be grasped. That is, when the hydraulic brake abnormality determination flag “ON” is set in step ST440, the braking performance is degraded in at least one of the wheels 10FL, 10FR, 10RL, 10RR. It cannot be specified whether the braking performance of 10FL, 10FR, 10RL, and 10RR is degraded. This reason, the torque correction value calculating unit 41k, all wheels 10FL, 10FR, 10RL, torque correction factor for 10RR K _n so as to calculate (n = FL, FR, RL , RR) and. For example, if the torque correction coefficient K _n is an adjustment value with respect to the required hydraulic braking torque To _req or the required motor torque Tm _req , the torque correction coefficient K _n is set to the wheel 10FL where the braking performance is deteriorated. It becomes a numerical value other than “0” in 10FR, 10RL, and 10RR, and becomes “0” in the wheels 10FL, 10FR, 10RL, and 10RR where the braking performance does not deteriorate. Further, if the multiplication value or division value for the torque correction coefficient K _n is requested hydraulic braking torque the To _req or required motor torque Tm _req, its torque correction coefficient K _n, reduction in braking performance is happening It becomes a numerical value other than “1” in the wheels 10FL, 10FR, 10RL, and 10RR, and becomes “1” in the wheels 10FL, 10FR, 10RL, and 10RR in which the braking performance does not deteriorate.

In the first embodiment, in order to calculate the torque correction coefficients K _n (n = FL, FR, RL, RR) of all the wheels 10FL, 10FR, 10RL, 10RR, Here, the first to fourth pattern braking) are actually created. The torque correction value calculating means 41k of the first embodiment applies the required values and detection values in the respective braking states to the relational expressions of the following expressions 11 to 22, and the respective wheels 10FL, 10FR, 10RL. , 10RR torque correction coefficient K _n (n = FL, FR, RL, RR) is obtained. Therefore, the brake / motor integrated ECU 41 of the first embodiment is provided with pattern braking execution means 41l that actually creates the braking state under various conditions.

The pattern braking execution means 41l of the first embodiment includes pattern braking in which all the wheels 10FL, 10FR, 10RL, 10RR are braked only by the hydraulic braking torque To, and the hydraulic braking torque To for each of the wheels 10FL, 10FR, 10RL, 10RR. And pattern braking in which the output distribution of the motor torque Tm is changed. The pattern braking execution means 41l has a distribution ratio (hereinafter referred to as “front / rear braking force distribution ratio”) kp of the total braking force between the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR when performing pattern braking. Further, the total braking force of the left front wheel 10FL and the right front wheel 10FR and the total braking force of the left rear wheel 10RL and the right rear wheel 10RR are each made constant. The first to fourth pattern braking and the relational expressions in each pattern braking will be described below. In the following, the torque correction coefficient K _n (n = FL, FR, RL, RR) will be exemplified as correcting the required hydraulic braking torque To _req .

First, the first pattern braking is a braking pattern in which all the wheels 10FL, 10FR, 10RL, 10RR are braked only by the hydraulic braking torque To. Here, the first pattern braking is executed by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following relational expressions 11 to 13 are established so that the target vehicle body deceleration Gc _bt requested by the driver or the vehicle when the first pattern braking is actually generated in the vehicle. Equation 11 shows that the target vehicle body deceleration Gc _bt (left term) when the first pattern braking is executed by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) is as follows. This is a relational expression that matches the actual vehicle longitudinal acceleration Gc1 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. Also in this equation 11, the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling are taken into consideration. Further, the expression 12 makes the above-described front / rear braking force distribution ratio kp constant, and makes the total braking force of the left front wheel 10FL and the right front wheel 10FR and the total braking force of the left rear wheel 10RL and the right rear wheel 10RR constant. It is a relational expression showing that

The pattern braking execution means 41l of the first embodiment includes the required hydraulic braking torques Tb1 _req-FL , Tb1 _req-FR , Tb1 _req-RL , and the required hydraulic braking torques to the wheels 10FR, 10RL, and 10RR when the first pattern braking is executed. Tb1 and _req-RR, the actual and the vehicle longitudinal acceleration Gc 1 _real detected by the vehicle longitudinal acceleration sensor 55 to the first pattern during braking running, at least the torque correction coefficient _{K n (n = FL, FR} , RL, RR) Is stored in the main storage device of the brake / motor integrated ECU 41 or the like until the calculation is completed.

Subsequently, the second pattern braking is a braking pattern in which only the left front wheel 10FL is braked with the hydraulic braking torque To and the motor torque Tm, and the remaining wheels 10FR, 10RL, 10RR are braked only with the hydraulic braking torque To. is there. Again, this is achieved by executing the second pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. from equation 14 below to establish relations of formula 16 as the target vehicle deceleration Gc _bt request from the driver and vehicle when the second pattern braking execution actually generated in the vehicle. The equation 14 is obtained by correcting the optimal torque correction coefficient K _n (n = FL, FR, RL, RR) with the target vehicle body deceleration Gc _bt (left term) when the second pattern braking is executed. This is a relational expression that matches the actual vehicle longitudinal acceleration Gc2 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. This formula 14 also takes into account the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling. Further, the formula 15 makes the above-described front / rear braking force distribution ratio kp constant, and makes the total braking force of the left front wheel 10FL and the right front wheel 10FR and the total braking force of the left rear wheel 10RL and the right rear wheel 10RR constant. It is a relational expression showing that

The pattern braking execution means 41l of the first embodiment includes the required hydraulic braking torques Tb2 _req-FL , Tb2 _req-FR , Tb2 _req-RL , and the required hydraulic braking torques to the wheels 10FR, 10RL, 10RR when the second pattern braking is executed. Tb2 _req-RR , the required motor torque Tm2 _req-FL to the motor 31FL of the left front wheel 10FL at the time of execution of the second pattern braking, and the actual detected by the vehicle body longitudinal acceleration sensor 55 during the execution of the second pattern braking The vehicle longitudinal acceleration Gc2 _real is stored in the main storage device of the brake / motor integrated ECU 41 or the like until at least the calculation of the torque correction coefficient K _n (n = FL, FR, RL, RR) is completed.

Subsequently, the third pattern braking is a braking pattern in which only the right front wheel 10FR is braked with the hydraulic braking torque To and the motor torque Tm, and the remaining wheels 10FL, 10RL, 10RR are braked only with the hydraulic braking torque To. is there. Again, this is achieved by executing the third pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following relational expressions 17 to 19 are established so that the target vehicle body deceleration Gc _bt requested from the driver and the vehicle when the third pattern braking is actually generated in the vehicle. The equation 17 is obtained by correcting the target torque correction coefficient K _n (n = FL, FR, RL, RR) with the target vehicle body deceleration Gc _bt (left term) when the third pattern braking is executed. This is a relational expression that matches the actual vehicle longitudinal acceleration Gc3 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. Also in this equation 17, the estimated total vehicle weight Mm during motor acceleration and the road surface gradient θ _R during traveling are taken into consideration. Further, the expression 18 makes the above-described front / rear braking force distribution ratio kp constant, and also makes the total braking force of the left front wheel 10FL and right front wheel 10FR and the total braking force of the left rear wheel 10RL and right rear wheel 10RR constant. It is a relational expression showing that

The pattern braking execution means 41l of the first embodiment includes the required hydraulic braking torques Tb3 _req-FL , Tb3 _req-FR , Tb3 _req-RL , and the required hydraulic braking torques to the wheels 10FR, 10RL, and 10RR when the third pattern braking is executed. Tb3 _req-RR , the required motor torque Tm3 _req-FR to the motor 31FR of the right front wheel 10FR at the time of execution of the third pattern braking, and the actual detected by the vehicle body longitudinal acceleration sensor 55 during the execution of the third pattern braking The vehicle longitudinal acceleration Gc3 _real is stored in the main storage device of the brake / motor integrated ECU 41 or the like until at least the calculation of the torque correction coefficient K _n (n = FL, FR, RL, RR) is completed.

Subsequently, the fourth pattern braking is a braking pattern in which only the left rear wheel 10RL is braked with the hydraulic braking torque To and the motor torque Tm, and the remaining wheels 10FL, 10FR, 10RR are braked only with the hydraulic braking torque To. It is. Again, this is achieved by executing the fourth pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following relational expressions 20 to 22 are established so that the target vehicle body deceleration Gc _bt requested from the driver and the vehicle when the fourth pattern braking is actually generated in the vehicle. The expression 21, the above optimum torque correction coefficient _{K n (n = FL, FR} , RL, RR) in the corrected and fourth patterns braking target vehicle deceleration Gc when allowed to execute _bt (left term) This is a relational expression for matching the actual vehicle longitudinal acceleration Gc4 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. This formula 21 also takes into consideration the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling. Further, the formula 22 makes the above-described front / rear braking force distribution ratio kp constant, and makes the total braking force of the left front wheel 10FL and the right front wheel 10FR and the total braking force of the left rear wheel 10RL and the right rear wheel 10RR constant. It is a relational expression showing that

The pattern braking execution means 41l according to the first embodiment includes the required hydraulic braking torques Tb4 _req-FL , Tb4 _req-FR , Tb4 _req-RL , to the wheels 10FR, 10RL, and 10RR when the fourth pattern braking is executed. Tb4 _req-RR , the required motor torque Tm4 _req-RL to the motor 31RL of the left rear wheel 10RL when executing the fourth pattern braking, and the actual detected by the vehicle body longitudinal acceleration sensor 55 during the execution of the fourth pattern braking The vehicle body longitudinal acceleration Gc4 _real is stored in the main memory of the brake / motor integrated ECU 41 or the like until at least the calculation of the torque correction coefficient K _n (n = FL, FR, RL, RR) is completed.

  In place of any one of the second, third and fourth pattern braking, only the right rear wheel 10RR is braked with the hydraulic braking torque To and the motor torque Tm, and the remaining wheels 10FL, 10FR are braked. , 10RL may be executed only by the hydraulic braking torque To.

The torque correction value calculation means 41k according to the first embodiment uses the above-described various information stored in the main storage device or the like when executing the first to fourth pattern braking, and the above-described equations 11 to 22. The torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated using the following Expression 23 to Expression 26 obtained.

Here, as shown in the flowchart of FIG. 11, the pattern braking execution means 41l according to the first embodiment determines whether or not the vehicle is in the straight deceleration state, and the first to fourth patterns are only in the straight deceleration state. Execute braking. In the first embodiment, the torque correction coefficient K _n (n = FL, FR, RL, RR) is applied to the torque correction value calculating means 41k after all the first to fourth pattern braking has been executed. Let it be calculated.

  Here, first, it is determined by the pattern braking execution means 41l whether or not the hydraulic brake abnormality determination flag “ON” is set (step ST510). That is, the pattern braking by the pattern braking execution means 41l and the calculation processing by the torque correction value calculating means 41k need only be executed when it is determined that the braking performance of the hydraulic braking torque generator is deteriorated. Make this decision first. Therefore, the pattern braking execution unit 41l once ends this process when a negative determination is made in step ST510.

  On the other hand, if a positive determination is made in step ST510, the pattern braking execution means 41l next determines whether or not the vehicle is in a decelerating state based on information on whether or not the brake is ON (step ST515). For example, this determination is performed using the output signal of the pedal position detection sensor 52 described above. When pattern braking is performed when the vehicle is not in a deceleration state, the driver feels uncomfortable due to unnecessary deceleration. Accordingly, when a negative determination is made in step ST515 and it is determined that the vehicle is not in a decelerating state, this process is temporarily terminated.

If an affirmative determination is made in step ST515, the pattern braking execution means 41l is next in a straight traveling state in the same manner as in step ST320 in the above-described estimation calculation processing of the estimated vehicle gross weight Mm during motor acceleration. Or whether the vehicle is in a turning state (step ST520). For this reason, if a negative determination is made in this step ST520 (determined that the absolute value of the steering angle θ _ST is greater than or equal to the predetermined value B), it is determined that the vehicle is in a turning state and the present process is temporarily terminated. .

On the other hand, if an affirmative determination is made in step ST520, the pattern braking execution means 41l next determines whether or not the vehicle is in a predetermined deceleration state in the same manner as in step ST425 at the time of hydraulic brake abnormality determination described above. Is determined (step ST525). Therefore, if a negative determination is made in step ST525 (determined that the required total braking torque Ta _req is equal to or less than the predetermined value D), the deceleration required for pattern braking (target vehicle body deceleration Gc _bt ) Is determined not to be required for the vehicle, and the process is temporarily terminated.

  The pattern braking execution means 41l of the first embodiment determines that the vehicle is in a straight traveling deceleration state when an affirmative determination is made in step ST425, and causes the braking operation to be performed with pattern braking that has not yet been executed.

Here, it is first determined whether or not the first pattern braking described above has been executed (step ST530). If this is not executed, the vehicle is braked by the first pattern braking (step ST535). When the braking operation by the first pattern braking is finished, the pattern braking execution means 41l requires the required hydraulic braking torques Tb1 _req-FL and Tb1 _req- to the respective wheels 10FR, 10RL, and 10RR when the first pattern braking is executed. _FR , Tb1 _req-RL , Tb1 _req-RR and the actual vehicle longitudinal acceleration Gc1 _real detected by the vehicle longitudinal acceleration sensor 55 are stored in the main memory of the brake / motor integrated ECU 41 or the like. Then, in steps ST510 to ST525, it is determined again whether or not the vehicle is in a straight deceleration state.

On the other hand, if the pattern braking execution means 41l has already performed the first pattern braking (that is, if it is determined affirmative in step ST530 after it is determined that the vehicle is in a straight traveling deceleration state), then, It is determined whether or not the second pattern braking described above has been executed (step ST540). If this has not been executed, the vehicle is braked by the second pattern braking (step ST545). When the pattern braking execution means 41l finishes the braking operation in the second pattern braking, the required hydraulic braking torques Tb2 _req-FL and Tb2 _req to the respective wheels 10FR, 10RL, and 10RR when the second pattern braking is executed. _-FR , Tb2 _req-RL , Tb2 _req-RR , the required motor torque Tm2 _req-FL to the motor 31FL of the left front wheel 10FL, and the actual vehicle longitudinal acceleration Gc2 _real detected by the vehicle longitudinal acceleration sensor 55 are integrated into the brake and motor. The data is stored in the main storage device of the ECU 41 or the like. Then, in steps ST510 to ST525, it is determined again whether or not the vehicle is in a straight deceleration state.

If the pattern braking execution means 41l has already been executed up to the second pattern braking (that is, if it is determined that the vehicle is in a straight deceleration state and then an affirmative determination is made in steps ST530 and ST540), Then, it is determined whether or not the above-described third pattern braking has been performed (step ST550). If this is not performed, the vehicle is braked by the third pattern braking (step ST555). When the pattern braking execution means 41l finishes the braking operation in the third pattern braking, the required hydraulic braking torques Tb3 _req-FL and Tb3 _req to the respective wheels 10FR, 10RL, and 10RR when the third pattern braking is executed. _-FR , Tb3 _req-RL , Tb3 _req-RR , the required motor torque Tm3 _req-FR to the motor 31FR of the right front wheel 10FR, and the actual vehicle longitudinal acceleration Gc3 _real detected by the vehicle longitudinal acceleration sensor 55 are integrated into the brake and motor. The data is stored in the main storage device of the ECU 41 or the like. Then, in steps ST510 to ST525, it is determined again whether or not the vehicle is in a straight deceleration state.

Subsequently, if the pattern braking execution means 41l has already been implemented up to the third pattern braking (that is, after it is determined that the vehicle is in a straight deceleration state, affirmative determination is made in steps ST530, ST540, ST550) Next, it is determined whether or not the above-described fourth pattern braking has been performed (step ST560). If this is not performed, the vehicle is braked by the fourth pattern braking (step ST565). When the pattern braking execution means 41l finishes the braking operation in the fourth pattern braking, the required hydraulic braking torques Tb4 _req-FL and Tb4 _req to the respective wheels 10FR, 10RL, and 10RR when the fourth pattern braking is executed. _{-FR, Tb4 req-RL, Tb4} req-RR, required motor torque Tm4 _req-RL and the actual vehicle longitudinal acceleration Gc4 _real brake motor detected by the vehicle longitudinal acceleration sensor 55 to the motor 31RL of the left rear wheel 10RL The data is stored in the main storage device of the integrated ECU 41.

The torque correction value calculation means 41k according to the first embodiment is stored in the main storage device or the like in steps ST535, ST545, ST555, and ST565 after finishing the first to fourth pattern braking as described above. The various information, the tire radius r, the estimated vehicle total weight Mm during motor acceleration, and the front / rear braking force distribution ratio kp are appropriately substituted into the above formulas 23 to 26, respectively, and the torque correction coefficient K _n (n = FL, FR, RL, RR) are calculated (step ST570).

As described above, in the first embodiment, since the pattern braking is not executed unless the vehicle is in the straight deceleration state, the torque correction coefficient K _n (n = n = _n ) is set immediately after the hydraulic brake abnormality determination flag “ON” is set. The calculation of FL, FR, RL, RR) is not performed. Therefore, even when the hydraulic brake abnormality determination flag “ON” is set during the ABS control (that is, when an affirmative determination is made in step ST70 of FIG. 3), the torque correction coefficient K _n (n = FL, FR, RL, RR) cannot be applied to the vehicle according to the demands of the driver and the vehicle unless it is calculated.

Therefore, when the determination in step ST70 of FIG. 3 is affirmative, the brake / motor integrated ECU 41 of the first embodiment has a torque correction coefficient K _n (n = FL, FR, RL) as shown in the flowchart of FIG. , RR) is determined (step ST610). In the description of FIG. 12 as well, the case of the left front wheel 10FL is representatively illustrated. If a negative determination is made here and it is determined that the torque correction coefficient K _n (n = FL, FR, RL, RR) has not yet been calculated, the brake / motor integrated ECU 41 receives the torque correction coefficient K _n ( The required hydraulic braking torque To _req and the required motor torque Tm _req that can suppress the occurrence of acceleration slip are set as follows until n = FL, FR, RL, RR) is calculated.

  Here, the presence or absence of the possibility of the occurrence of the acceleration slip is the driving state (regenerative state or powering state) of the motors 31FL, 31FR, 31RL, 31RR of the wheels 10FL, 10FR, 10RL, 10RR at the time of braking request. And the slip rate S during braking of the wheels 10FL, 10FR, 10RL, and 10RR. That is, as shown in FIG. 8, when braking is requested, the motors 31FL, 31FR, 31RL, and 31RR of the wheels 10FL, 10FR, 10RL, and 10RR are driven in a power running state, and the wheels 10FL that are driven in the power running state are When 10FR, 10RL, and 10RR change from the deceleration slip state to the acceleration slip state, it can be determined that there is a possibility that the wheels 10FL, 10FR, 10RL, and 10RR may cause acceleration slip due to the excess motor power running torque Tm. Therefore, the determination relating to the brake / motor integrated ECU 41 of the first embodiment is executed.

Whether or not the motors 31FL, 31FR, 31RL, and 31RR are in a power running state can be determined based on whether or not the provisional required motor torque Tm _pro calculated by the required motor torque setting means 41g is the motor power running torque. Further, when the wheels 10FL, 10FR, 10RL, and 10RR change from the deceleration slip state to the acceleration slip state during the ABS control, in other words, the deceleration slips of the wheels 10FL, 10FR, 10RL, and 10RR converge during the ABS control. This is a time when the wheel speed exceeds the vehicle body speed when the vehicle is running, and can be determined by comparing the slip rate S during ABS control with the slip rate at that time as a threshold value (predetermined value S0). That is, when the slip rate S during deceleration during ABS control is equal to or less than the predetermined value S0, it can be determined that the wheels 10FL, 10FR, 10RL, 10RR are in a transition from the deceleration slip state to the acceleration slip state. Here, the slip ratio (0%) when the wheel speed matches the vehicle body speed is set as the predetermined value S0.

On the other hand, in order to suppress the occurrence of the acceleration slip as described above, the motor torque (motor power running torque) Tm of the motors 31FL, 31FR, 31RL, 31RR of the wheels 10FL, 10FR, 10RL, 10RR that may be generated is regenerated. It is effective to increase the braking force in the increasing direction. Therefore, when there is a possibility that such acceleration slip occurs, the required motor torque Tm _req of the motor 31FL, 31FR, 31RL, 31RR that is the acceleration slip suppression target is set at this time (acceleration slip suppression as shown in FIG. 13). And increase the regenerative braking force more than the motor power running torque at the time of the control execution), and the required hydraulic braking torque To _req is obtained from the above equation 4 on the basis of the increased required motor torque Tm _req. To do. In this case, the required hydraulic braking torque setting unit 41f and the required motor torque setting unit 41g of the first embodiment are configured such that the required hydraulic braking torque To _req and the required motor torque Tm _req are respectively calculated.

For example, the required motor torque Tm _req of the motors 31FL, 31FR, 31RL, 31RR targeted for acceleration slip suppression is set to “0” or the regeneration side. Here, the temporary required motor torque (motor power running torque) Tm _pro obtained by the above equation 3 is increased in the increasing direction of the regenerative braking force, and the increased temporary required motor torque Tm _pro is set as the required motor torque Tm _req . .

Therefore, if a negative determination is made in step ST610, the brake / motor integrated ECU 41 causes the slip ratio calculation means 41c to determine the slip ratio S at the time of braking of the left front wheel 10FL at the current time, and the slip ratio S is described above. It is determined whether or not it is equal to or less than a predetermined value S0 (step ST615). If the affirmative determination is made here and it is determined that the left front wheel 10FL is likely to change from the deceleration slip state to the acceleration slip state, the brake / motor integrated ECU 41 determines the required motor set in step ST65 of FIG. It is determined whether or not torque Tm _req is a motor power running torque (step ST620).

Subsequently, when an affirmative determination is made in step ST620 and it is determined that the motor 31FL of the left front wheel 10FL is in a power running state, acceleration slip suppression control is performed on the left front wheel 10FL. Accordingly, the requested motor torque setting means 41g at this time obtains a corrected requested motor torque Tm _req-c obtained by increasing the requested motor torque (motor power running torque) Tm _req to “0” or the motor regenerative torque ( In step ST625), this is reset as the required motor torque Tm _req (step ST630). Then, the required hydraulic braking torque setting means 41f substitutes the required motor torque Tm _{req of} the left front wheel 10FL and the required total braking torque Ta _{req of} the left front wheel 10FL obtained in step ST15 of FIG. The required hydraulic braking torque To _req is set (step ST635). Here, since the required motor torque Tm _req is set to “0” as shown in FIG. 13, the required hydraulic braking torque To _req is set to the same value as the required total braking torque Ta _req .

Thereafter, the brake / motor integrated ECU 41 proceeds to step ST75 in FIG. 3 to instruct the hydraulic braking torque control means 24 and the motor control means 32, and sets the newly set required hydraulic braking torque To _req . The required motor torque Tm _req is generated from the hydraulic braking means 21FL and the motor 31FL in the left front wheel 10FL.

As a result, in the left front wheel 10FL, the power running state of the motor 31FL can be canceled without changing the required total braking torque Ta _req , so that the transition from the acceleration slip, strictly speaking, the deceleration slip to the acceleration slip is prevented. It is. Since this acceleration slip suppression control is executed for all the wheels 10FL, 10FR, 10RL, and 10RR if necessary, the braking / driving force control device of the first embodiment provides a torque correction coefficient K _n ( Until n = FL, FR, RL, RR) is calculated, the appropriate total braking torque Ta can be applied to the wheels 10FL, 10FR, 10RL, 10RR. Therefore, the braking / driving force control device according to the first embodiment can suppress a decrease in the deceleration of the vehicle during braking.

After such acceleration slip suppression control is executed, until the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated or when the required hydraulic braking torque To _req described above is updated (new minimum total when braking torque Ta _min is calculated, between the further and the temporary demand motor torque Tm _pro regenerative side requested hydraulic braking torque update determination threshold Tm1 _b power running side requested hydraulic braking torque update determination threshold value Tm2 _b in the flow chart of FIG. 6 Until the required total braking torque Ta _req is obtained by increasing / decreasing the required motor torque Tm _req while maintaining the required hydraulic braking torque To _req when executing the acceleration slip suppression control set in step ST635. To generate. Therefore, even after execution of the acceleration slip suppression control, it is possible to prevent a decrease in the deceleration of the vehicle during braking until the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated.

When a negative determination is made in step ST615 or step ST620, the process proceeds to step ST75 and the required hydraulic braking torque To _req and the required motor torque Tm _req set in step ST65 are generated as they are. Give instructions. Here, since the brake pad is worn away and the original hydraulic braking torque To cannot be generated, the actual hydraulic braking torque To is lower than the original required hydraulic braking torque To _req as shown in FIG. It has become.

When the acceleration slip suppression control is executed in this way, and then the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated (that is, when an affirmative determination is made in step ST610), requested hydraulic braking torque setting means 41f of the first embodiment corrects the hydraulic pressure conversion coefficient C1 _{new new-FL} of the left front wheel 10FL as in equation 27 below using the torque correction coefficient K _FL of the left front wheel 10FL (step ST640) . For convenience, in Expression 27, the existing hydraulic pressure conversion coefficient before correction is expressed as “C1 _old-n (n = FL, FR, RL, RR)”, while the new hydraulic pressure conversion coefficient after correction is “ C1 _new-n (n = FL, FR, RL, RR) ".

Then, the brake / motor integrated ECU 41 proceeds to step ST75 to give an instruction to the hydraulic braking torque control means 24 and the motor control means 32. At that time, the required hydraulic braking torque To _req set in step ST65 and the new hydraulic conversion coefficient C1 _new-FL corrected in step ST640 are substituted for the hydraulic braking torque control means 24 in the above equation 5. Instructing the hydraulic braking means 21FL of the left front wheel 10FL to generate the hydraulic pressure Po obtained thereby.

As a result, in the left front wheel 10FL, the hydraulic braking torque To (= required hydraulic braking torque To _req before correction) that compensates for the deficiency associated with the decrease in the braking performance of the hydraulic braking torque generator actually works. The braking torque Ta _req is generated, and the occurrence of acceleration slip can be suppressed even when the motor 31FL is driven in the power running state. Such a shortage compensation of the hydraulic braking torque To is executed for all the wheels 10FL, 10FR, 10RL, 10RR if necessary, so that the braking / driving force control device of the first embodiment is provided for each wheel. An appropriate total braking torque Ta corresponding to the required total braking torque Ta _req can be applied to 10FL, 10FR, 10RL, and 10RR. Therefore, the braking / driving force control apparatus according to the first embodiment can suppress a decrease in the deceleration of the vehicle during braking.

Here, the required hydraulic braking torque To _req is corrected by correcting the hydraulic pressure conversion coefficient C1 _new-n (n = FL, FR, RL, RR), but on the contrary, the current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) may be corrected so that the required motor torque Tm _req is corrected. In this case, the current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) is corrected using the following equation (28). For convenience, in Equation 28, the existing current conversion coefficient before correction is expressed as “C2 _old-n (n = FL, FR, RL, RR)”, while the new current conversion coefficient after correction is expressed as “C2 _{new. -n} (n = FL, FR, RL, RR) ".

As described above, according to the braking / driving force control apparatus of the first embodiment, the hydraulic braking torque To of the wheels 10FL, 10FR, 10RL, 10RR is set to a constant value (maximum total braking torque Ta _max and minimum total braking torque Ta _min Since the motor torque Tm of each of the motors 31FL, 31FR, 31RL, and 31RR is increased / decreased while maintaining the intermediate value), the motor torque Tm is increased / decreased with the same control width on both the regeneration side and the power running side. Can be made. Therefore, even if the friction coefficient of the road surface changes to either high or low, the motor torque output limit value Tm _lim can be dealt with by equally increasing / decreasing the motor torque Tm with respect to both. It is possible to perform ABS control with excellent accuracy. In other words, in this braking / driving force control device, the control range of the motor torque Tm (the allowance to the regeneration side and the power running side) can be expanded, whereby the required total braking according to the change in the friction coefficient of the road surface. The control range of the motor torque Tm with respect to the fluctuation of the torque Ta _req can be expanded.

Further, since the required hydraulic braking torque To _req is set to an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _min , the control range of the motor torque Tm can be maximized, and the road surface friction can be maximized. It is possible to further expand the control range of the motor torque Tm with respect to the variation of the required total braking torque Ta _req according to the change of the coefficient.

  Further, the motor torque Tm that can be output as shown in FIG. 2 decreases as the motor speed increases, but the first embodiment makes the control widths of the motor torque Tm on the regeneration side and the power running side uniform. Therefore, it can respond equally to both the regeneration side and the power running side up to higher rotation (in other words, higher vehicle speed).

Furthermore, since the set value of the required hydraulic braking torque To _req is updated every time the maximum total braking torque Ta _max and the minimum total braking torque Ta _min are calculated, the control range of the motor torque Tm according to the change in the friction coefficient of the road surface The margin for the regeneration side and powering side can be adjusted to an optimum value.

Furthermore, the torque correction coefficient _Kn (n = FL, FR, RL, RR) has not yet been calculated even though it has been found that the braking performance of the hydraulic braking torque generator has deteriorated. However, when the motors 31FL, 31FR, 31RL, and 31RR are driven in the power running state, the motor torque Tm is increased in the direction of increasing the regenerative braking force (here, the hydraulic braking torque To is further decreased accordingly). Therefore, appropriate braking torque (total braking torque Ta) is generated for each wheel 10FL, 10FR, 10RL, 10RR, and the total braking force of each wheel 10FL, 10FR, 10RL, 10RR can be brought close to the target value. . On the other hand, after the calculation of the torque correction coefficient K _n (n = FL, FR, RL, RR), the shortage due to the decrease in the braking performance is compensated for, so that each wheel 10FL, 10FR, 10RL, 10RR is compensated. Thus, it is possible to generate an appropriate braking torque (total braking torque Ta) and bring the total braking force of the respective wheels 10FL, 10FR, 10RL, 10RR closer to the target value. Therefore, according to this braking / driving force control device, even if a secular change or abnormality occurs in the hydraulic braking torque generator, the secular change in the hydraulic braking torque generator between the respective wheels 10FL, 10FR, 10RL, 10RR. Even if there is a mixture of those with an abnormality, it is possible to suppress the acceleration slip of each wheel 10FL, 10FR, 10RL, 10RR, so that it is not necessary to reduce the deceleration of the vehicle during braking.

This braking / driving force control device estimates the total vehicle weight based on the motor torque (motor power running torque) Tm, and based on the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling. Since the abnormality determination of the braking performance of the hydraulic braking torque generator is performed, the determination accuracy of the abnormality determination can be improved. The braking / driving force control device determines that there is an abnormality and executes pattern braking only when a predetermined deceleration is required for the vehicle. Therefore, the driver feels uncomfortable with the change in the braking state at the time of pattern switching. Therefore, it is possible to generate an appropriate braking torque for each of the wheels 10FL, 10FR, 10RL, and 10RR without causing the wheel 10FL to feel it.

  Next, a second embodiment of the braking / driving force control device according to the present invention will be described with reference to FIG.

  The braking / driving force control device according to the second embodiment is obtained by changing the torque correction value calculation means 41k and the pattern braking execution means 41l in the braking / driving force control device according to the first embodiment described above. The same operation is performed with the same configuration.

In general, in order to drive the motors 31FL, 31FR, 31RL, and 31RR in a regenerative state, the battery 33 must have a sufficient charge storage capacity. Therefore, the motors 31FL, 31FR, 31RL, and 31RR cannot be driven in the regenerative state depending on the state of charge of the battery 33. Therefore, the pattern braking execution means 41l of the first embodiment performs the first to fourth pattern braking described above. Therefore, there is a possibility that the torque correction value calculating means 41k cannot obtain the torque correction coefficient K _n (n = FL, FR, RL, RR).

Therefore, in the second embodiment, the pattern braking execution unit 41l is configured to execute the following fifth to eighth pattern brakings, and the torque correction coefficient K _n (n = FL, FR) according to the result. , RL, RR), the torque correction value calculating means 41k is configured.

In the pattern braking execution means 41l of the second embodiment, the braking force distribution between at least one of all the wheels 10FL, 10FR, 10RL, 10RR and the remaining wheels is changed, and braking is performed only with the hydraulic braking torque To. Let In that case, the braking force distribution between predetermined wheels is changed without changing the deceleration to the vehicle. In the following, the torque correction coefficient K _n (n = FL, FR, RL, RR) will be exemplified as correcting the required hydraulic braking torque To _req .

  First, the fifth pattern braking is a change in the braking force distribution between the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR. Only the same front / rear braking force distribution ratio kp as in the first pattern braking of the first embodiment is used. It is a set braking pattern. Accordingly, in the fifth pattern braking, the above relational expressions 11 to 13 similar to the first pattern braking are established.

Also in the pattern braking execution means 41l of the second embodiment, the required hydraulic braking torques Tb1 _req-FL , Tb1 _req-FR , Tb1 _req-RL , to the respective wheels 10FR, 10RL, 10RR when the fifth pattern braking is executed. Tb1 and _req-RR, the fifth real and the body longitudinal acceleration Gc 1 _real detected by the vehicle longitudinal acceleration sensor 55 in a pattern braking running, at least the torque correction coefficient _{K n (n = FL, FR} , RL, RR) Is stored in the main storage device of the brake / motor integrated ECU 41 or the like until the calculation is completed.

Subsequently, the sixth pattern braking is a braking pattern in which the braking force distribution (distribution change torque Tc) of the front wheels 10FL and 10FR is larger than the rear wheels 10RL and 10RR with respect to the fifth pattern braking. Again, this is accomplished by executing the sixth pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following formulas 29, 30 and 16 are established so that the target vehicle body deceleration Gc _bt requested by the driver and the vehicle when the sixth pattern braking is actually generated in the vehicle. The expression 29 is obtained by correcting the target torque correction coefficient K _n (n = FL, FR, RL, RR) with the target vehicle body deceleration Gc _bt (left term) when the sixth pattern braking is executed. This is a relational expression that matches the actual vehicle longitudinal acceleration Gc2 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. This equation 29 also takes into account the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling. In addition, the equation 30 is between the required hydraulic braking torques Tb2 _req-FL and Tb2 _req-FR for the front wheels 10FL and 10FR and the required hydraulic braking torques Tb2 _req-RL and Tb2 _req-RR for the rear wheels 10RL and 10RR. This shows that the same front / rear braking force distribution ratio kp as that in the fifth pattern braking is set.

The pattern braking execution means 41l of the second embodiment includes the required hydraulic braking torques Tb2 _req-FL , Tb2 _req-FR , Tb2 _req-RL , and the required hydraulic braking torques to the wheels 10FR, 10RL, 10RR when the sixth pattern braking is executed. Tb2 and _req-RR, the sixth pattern actual and the vehicle longitudinal acceleration Gc2 _real detected by the vehicle longitudinal acceleration sensor 55 during braking run, at least the torque correction coefficient _{K n (n = FL, FR} , RL, RR) Is stored in the main storage device of the brake / motor integrated ECU 41 or the like until the calculation is completed.

Subsequently, in the seventh pattern braking, the braking force distribution (distribution change torque Tc) between the left front wheel 10FL and the right rear wheel 10RR is larger than the right front wheel 10FR and the left rear wheel 10RL with respect to the fifth pattern braking. It is a braking pattern. Again, this is achieved by executing the seventh pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following formulas 31 and 32 and the relational formula 19 are established so that the target vehicle body deceleration Gc _bt requested by the driver and the vehicle when the seventh pattern braking is actually generated in the vehicle. The equation 31 is obtained by correcting the optimal torque correction coefficient K _n (n = FL, FR, RL, RR) with the target vehicle body deceleration Gc _bt (left term) when the seventh pattern braking is executed. This is a relational expression that matches the actual vehicle longitudinal acceleration Gc3 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. Also in this equation 31, the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling are taken into consideration. Further, the equation 32 is between the required hydraulic braking torques Tb3 _req-FL and Tb3 _req-FR for the front wheels 10FL and 10FR and the required hydraulic braking torques Tb3 _req-RL and Tb3 _req-RR for the rear wheels 10RL and 10RR. This shows that the same front / rear braking force distribution ratio kp as that in the fifth pattern braking is set.

The pattern braking execution means 41l of the second embodiment includes the required hydraulic braking torques Tb3 _req-FL , Tb3 _req-FR , Tb3 _req-RL , and the required hydraulic braking torques to the wheels 10FR, 10RL, 10RR when the seventh pattern braking is executed. Tb3 and _req-RR, the seventh practical and vehicle longitudinal acceleration Gc3 _real detected by the vehicle longitudinal acceleration sensor 55 in a pattern braking running, at least the torque correction coefficient _{K n (n = FL, FR} , RL, RR) Is stored in the main storage device of the brake / motor integrated ECU 41 or the like until the calculation is completed.

Subsequently, in the eighth pattern braking, the braking force distribution (distribution change torque Tc) of the left front wheel 10FL is larger than that of the right front wheel 10FR with respect to the fifth pattern braking, and the braking force of the left rear wheel 10RL is further increased. This is a braking pattern in which the distribution (distribution change torque Tc) is larger than that of the right rear wheel 10RR. Again, this is achieved by performing the eighth pattern braking by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR) corresponding to the decrease in the braking performance of the hydraulic braking torque generator. The following Expressions 33 and 34 and the relational expression 22 are established so that the target vehicle body deceleration Gc _bt requested from the driver and the vehicle at the time of executing the eighth pattern braking is actually generated in the vehicle. The equation 33 represents the target vehicle body deceleration Gc _bt (left term) when the eighth pattern braking is executed by correcting with the optimum torque correction coefficient K _n (n = FL, FR, RL, RR). This is a relational expression for matching the actual vehicle longitudinal acceleration Gc4 _real detected by the vehicle longitudinal acceleration sensor 55 at that time. Also in this equation 33, the estimated vehicle total weight Mm during motor acceleration and the road surface gradient θ _R during traveling are taken into consideration. Further, the equation 34 is between the required hydraulic braking torques Tb4 _req-FL and Tb4 _req-FR for the front wheels 10FL and 10FR and the required hydraulic braking torques Tb4 _req-RL and Tb4 _req-RR for the rear wheels 10RL and 10RR. This shows that the same front / rear braking force distribution ratio kp as that in the fifth pattern braking is set.

Here, when performing the eighth pattern braking, it is determined which braking force distribution (distribution change torque Tc) of the left and right wheels is increased so that the behavior of the vehicle does not change in an unstable direction. For example, this braking force distribution (distribution change torque Tc) is information on at least one of the lateral acceleration, yaw rate, or steering angle θ _ST (or the steering angle of the steered wheels) of the vehicle during the previously executed pattern braking. Set using. Also, the magnitude of this braking force distribution (distribution change torque Tc) may be set in the same manner. Therefore, even when the eighth pattern braking is executed, the behavior of the vehicle can be kept stable.

In the pattern braking execution means 41l of the second embodiment, the required hydraulic braking torques Tb4 _req-FL , Tb4 _req-FR , Tb4 _req-RL , Tb4 _req-FL , TRR for the wheels 10FR, 10RL, 10RR when the eighth pattern braking is executed. Tb4 and _req-RR, the eighth real and the body longitudinal acceleration Gc4 _real detected by the vehicle longitudinal acceleration sensor 55 in a pattern braking running, at least the torque correction coefficient _{K n (n = FL, FR} , RL, RR) Is stored in the main storage device of the brake / motor integrated ECU 41 or the like until the calculation is completed.

On the other hand, the torque correction value calculating means 41k according to the second embodiment is obtained from the above-described various information stored in the main storage device or the like when the fifth to eighth pattern braking is executed and the above-described equations. The torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated using the following formulas 35 to 38.

Here, as shown in the flowchart of FIG. 14, the pattern braking execution means 41l of the second embodiment determines whether or not the vehicle is in a straight traveling deceleration state and also determines the storage state of the battery 33. When the battery 33 is unable to store electricity, the fifth to eighth pattern braking is executed. Also in the second embodiment, after all the fifth to eighth pattern brakings have been executed, the torque correction coefficient K _n (n = FL, FR, RL, RR) is applied to the torque correction value calculation means 41k. Let it be calculated.

Accordingly, the pattern braking execution means 41l according to the second embodiment determines whether or not the hydraulic brake abnormality determination flag “ON” is set (step ST510) as in the first embodiment, and determines whether or not the vehicle is decelerating. or determination (whether the brake oN) (step ST 515), the determination of whether the vehicle that is to whether the turning state is in the straight traveling state (or the absolute value of the steering angle theta _ST is smaller than the predetermined value B) (step ST 520) Then, it is determined (step ST525) whether or not the vehicle is in a predetermined deceleration state (whether the requested total braking torque Ta _req is greater than a predetermined value D). If a negative determination is made in any of steps ST510, ST515, ST520, and ST525, this process is temporarily terminated because the vehicle is not in a straight-ahead deceleration state.

  Furthermore, the pattern braking execution means 41l of the second embodiment has a sufficient capacity for storage of the battery 33 (that is, whether or not the motors 31FL, 31FR, 31RL, 31RR can be driven in a regenerative state). (Step ST517). Then, the pattern braking execution means 41l once terminates this process when an affirmative determination is made in step ST517, while a negative determination is made in step ST517, and further, the above-described steps ST510, ST515, ST520, If the determination in all of ST525 is affirmative, it is determined that the vehicle is in a straight-decelerated deceleration state and the battery 33 has insufficient chargeable capacity, and a braking operation is performed with pattern braking that has not yet been executed.

In the second embodiment, it is first determined whether or not the fifth pattern braking described above has been executed (step ST532). If this is not executed, the vehicle is braked by the fifth pattern braking (step ST537). . When the braking operation by the fifth pattern braking is finished, the pattern braking execution means 41l requires the required hydraulic braking torques Tb1 _req-FL , Tb1 _req- to the wheels 10FR, 10RL, 10RR when the fifth pattern braking is executed. _FR , Tb1 _req-RL , Tb1 _req-RR and the actual vehicle longitudinal acceleration Gc1 _real detected by the vehicle longitudinal acceleration sensor 55 are stored in the main memory of the brake / motor integrated ECU 41 or the like. Then, the process returns to step ST510.

On the other hand, if the fifth pattern braking has been performed, the pattern braking execution means 41l next determines whether or not the sixth pattern braking described above has been performed (step ST542), and this must be performed. For example, the vehicle is braked by the sixth pattern braking (step ST547). This pattern braking execution unit 41l is when finished braking operation in the sixth pattern braking, the sixth pattern braking performed each at the wheel 10FR, 10RL, requests to 10RR hydraulic braking torque Tb2 _req-FL, Tb2 _{req -FR} , Tb2 _req-RL , Tb2 _req-RR and the actual vehicle longitudinal acceleration Gc2 _real detected by the vehicle longitudinal acceleration sensor 55 are stored in the main memory of the brake / motor integrated ECU 41 or the like. Then, the process returns to step ST510.

Further, if the pattern braking execution means 41l has already been executed up to the sixth pattern braking, the pattern braking execution means 41l next determines whether or not the seventh pattern braking has been executed (step ST552), and this must be executed. For example, the vehicle is braked by the seventh pattern braking (step ST557). When the pattern braking execution means 41l finishes the braking operation in the seventh pattern braking, the required hydraulic braking torques Tb3 _req-FL and Tb3 _req to the respective wheels 10FR, 10RL, and 10RR when the seventh pattern braking is executed. _-FR , Tb3 _req-RL , Tb3 _req-RR and the actual vehicle longitudinal acceleration Gc3 _real detected by the vehicle longitudinal acceleration sensor 55 are stored in the main storage device of the brake / motor integrated ECU 41 or the like. Then, the process returns to step ST510.

Subsequently, if the seventh pattern braking has been performed, the pattern braking execution unit 41l next determines whether or not the above-described eighth pattern braking has been performed (step ST562). If not, the vehicle is braked by the eighth pattern braking (step ST567). When the pattern braking execution means 41l finishes the braking operation in the eighth pattern braking, the required hydraulic braking torques Tb4 _req-FL and Tb4 _req to the respective wheels 10FR, 10RL, and 10RR when the eighth pattern braking is executed. _{-FR, Tb4 req-RL, Tb4} req-RR and the actual vehicle longitudinal acceleration Gc4 _real detected by the vehicle longitudinal acceleration sensor 55 in advance and stored in the main storage device such as a brake-motor integration ECU 41.

The torque correction value calculating means 41k according to the first embodiment is stored in the main storage device or the like in steps ST537, ST547, ST557, and ST567 after finishing the fifth to eighth pattern braking as described above. Various information, tire radius r, motor acceleration estimated vehicle total weight Mm, front / rear braking force distribution ratio kp, and distribution change torque Tc are appropriately substituted into the above formulas 35 to 38, respectively, and torque correction is performed. A coefficient K _n (n = FL, FR, RL, RR) is calculated (step ST572).

As described above, in the second embodiment, the fifth to eighth pattern braking is performed even when the battery 33 has a short chargeable capacity, and the torque correction coefficient K _n (n = FL, FR, RL, RR) is set. Can be sought. That is, in the second embodiment, the torque correction coefficient K _n (n = FL, FR, RL, RR) can be obtained without waiting for the battery 33 to be in a chargeable state. An appropriate total braking torque Ta corresponding to the required total braking torque Ta _req can be applied to each of the wheels 10FL, 10FR, 10RL, and 10RR. The torque correction coefficient K _n (n = FL, FR, RL, RR) is used when correcting the required hydraulic braking torque To _req or the required motor torque Tm _req as in the first embodiment.

Here, when an affirmative determination is made in step ST517 and it is determined that there is a margin in the capacity that can be stored in the battery 33, the torque correction coefficient is applied after the fifth to eighth pattern braking of the second embodiment is performed. K _n (n = FL, FR, RL, RR) may be calculated, and the torque correction coefficient K _n (n = FL, FR, RL) after the first to fourth pattern braking of the first embodiment is executed. , RR) may be calculated.

As described above, according to the braking / driving force control device of the second embodiment, the same effect as that of the braking / driving force control device of the first embodiment is obtained, and each is not affected by the storage state of the battery 33. Appropriate total braking torque Ta corresponding to the required total braking torque Ta _req is applied to the wheels 10FL, 10FR, 10RL, and 10RR, and the occurrence of acceleration slip in each of the wheels 10FL, 10FR, 10RL, and 10RR can be suppressed. .

  Next, a third embodiment of the braking / driving force control device according to the present invention will be described with reference to FIGS.

  In the braking / driving force control device according to the third embodiment, in the braking / driving force control device according to the first embodiment or the second embodiment described above, the motor 31FL, 31FR, 31RL, 31RR has a decrease in braking performance due to secular change or abnormality. In other respects, the configuration is the same as in the first or second embodiment, and the same operation is performed.

  Accordingly, the vehicle total weight estimating means 41j of the third embodiment is braked not only by the motor accelerated estimated vehicle total weight Mm of the first and second embodiments, but also by the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR. The total vehicle weight during the operation (hereinafter referred to as “the estimated vehicle total weight during braking”) Mb is also estimated.

  For example, as shown in the flowchart of FIG. 15, the vehicle gross weight estimating means 41j of the third embodiment determines whether or not the vehicle is in a straight deceleration state, and only when the vehicle is in a straight deceleration state, the estimated vehicle gross weight Mb during braking is determined. Let us estimate

  Here, first, it is determined whether or not the vehicle body speed V exceeds a predetermined value A as in step ST310 when the estimated vehicle total weight Mm during motor acceleration is obtained (step ST710). If a negative determination is made in step ST710, it is determined that the estimated vehicle total weight Mb during braking cannot be estimated at present, and the brake-time estimated vehicle total weight calculation completion flag “OFF” is set (step ST740). ).

  If an affirmative determination is made in step ST710, vehicle total weight estimation means 41j next determines whether or not the vehicle is decelerating based on information about whether or not the accelerator is off (step ST715). For example, this determination is performed using the output signal from the accelerator opening sensor 54 described above. If the accelerator OFF signal is not detected, the vehicle total weight estimating means 41j determines that the vehicle is in an accelerating state, and temporarily ends the estimation calculation process.

On the other hand, if an affirmative determination is made in step ST715, the vehicle total weight estimating means 41j next determines whether the vehicle is in a straight traveling state in the same manner as in step ST320 when obtaining the estimated vehicle total weight Mm during motor acceleration. It is determined whether the vehicle is in a turning state (step ST720). For this reason, if a negative determination is made in this step ST720 (determined that the absolute value of the steering angle θ _ST is greater than or equal to the predetermined value B), it is determined that the vehicle is in a turning state, and this estimation calculation process is temporarily performed. finish.

If an affirmative determination is made in step ST720, the vehicle total weight estimation means 41j next determines whether or not the vehicle is in a predetermined deceleration state in the same manner as in step ST425 at the time of hydraulic brake abnormality determination in the first embodiment. Is determined (step ST725). At this time, if a negative determination is made in step ST725 (determination that the required total braking torque Ta _req is equal to or less than the predetermined value D), the estimation calculation process is temporarily ended.

  The vehicle total weight estimation means 41j of the third embodiment determines that the vehicle is in a straight forward deceleration state when an affirmative determination is made in step ST725, and uses the following equation 39 to calculate the estimated vehicle total weight Mb during braking. The calculation is performed (step ST730), and the braking estimated vehicle total weight calculation completion flag “ON” is set (step ST735).

Here, “Tb _req-FL ”, “Tb _req-FR ”, “Tb _req-RL ”, and “Tb _req-RR ” in Equation 39 are set in step ST65 of FIG. 3 in the first embodiment or the second embodiment. Is the required hydraulic braking torque for each of the wheels 10FL, 10FR, 10RL, 10RR set. In addition, “Tm _req-FL ”, “Tm _req-FR ”, “Tm _req-RL ”, and “Tm _req-RR ” in Expression 39 are the wheels 10FL, 10FR, The required motor torque with respect to 10RL and 10RR (here, motor regeneration torque).

The estimation calculation process of the estimated vehicle total weight Mb during braking shown here is executed at least once after detecting the ignition ON signal, as in the estimation calculation of the estimated vehicle total weight Mm during motor acceleration. Again, in order to improve the estimation accuracy, the above-described estimation calculation process is performed a plurality of times, and the respective average values are set as the final estimated vehicle total weight Mb during braking. The vehicle total weight estimating means 41j is configured to execute the estimation calculation process of the braking estimated vehicle total weight Mb again even when the vehicle stop time exceeds a predetermined time. Further, the information on the estimated vehicle total weight Mb at the time of braking calculated here is the main storage device of the brake / motor integrated ECU 41, etc. until at least the calculation of the torque correction coefficient _Kn (n = FL, FR, RL, RR) is completed. Remember me.

The braking device abnormality determining unit 41i of the second embodiment is caused to obtain a difference between the estimated vehicle total weight Mm at the time of motor acceleration estimated by the total vehicle weight estimating unit 41j and the estimated vehicle total weight Mb at the time of braking. If it is larger than the predetermined value F, it is determined that the braking performance of the hydraulic braking torque generator or the motors 31FL, 31FR, 31RL, 31RR is deteriorated due to secular change or abnormality. For the predetermined value F, for example, if an experiment or simulation is performed in advance and the difference becomes larger, an appropriate total braking torque Ta corresponding to the required total braking torque Ta _req is set to the wheels 10FL, 10FR, 10RL, 10RR. A positive value is set so that it cannot be generated. The predetermined value F is preferably set to a size that can eliminate at least estimation errors of the estimated vehicle total weight Mm during motor acceleration and the estimated vehicle total weight Mb during braking.

  For example, as shown in the flowchart of FIG. 16, the braking device abnormality determination unit 41i according to the second embodiment first determines whether or not the motor acceleration estimated vehicle total weight calculation completion flag “ON” is set and the braking estimated vehicle total. It is determined whether or not the weight calculation completion flag “ON” is set (steps ST810 and ST815). Here, if any of the flags is not set, the estimated vehicle gross weight calculation completion flag “OFF” at the time of motor acceleration and the estimated vehicle total weight calculation completion flag “OFF” at the time of braking are set and this determination is made. Finish the process.

  If the determination in both steps ST810 and ST815 is affirmative, the braking device abnormality determination means 41i has a value obtained by subtracting the estimated vehicle total weight Mb during braking from the estimated vehicle total weight Mm during motor acceleration from a predetermined value F. (Mm−Mb> predetermined value F?) Is also determined (step ST820).

  Here, if the braking performance of the motors 31FL, 31FR, 31RL, and 31RR is reduced, the estimated motor total weight Mm during motor acceleration is smaller than the required value because the actual motor power running torque Tm is smaller than the required value. It will be in a state where it does not accelerate rapidly, and is estimated to be a large weight. On the other hand, if the braking performance of the hydraulic braking torque generator or the motors 31FL, 31FR, 31RL, and 31RR is reduced, the actual total braking torque Ta is smaller than the required value. However, it will be in a state where it does not decelerate more than expected, and is estimated to be heavy. That is, when the estimated vehicle total weight Mm at the time of motor acceleration is larger than the estimated vehicle total weight Mb at the time of braking, it is considered that the braking performance of the motors 31FL, 31FR, 31RL, 31RR is deteriorated and vice versa. If so, it is considered that the braking performance of the hydraulic braking torque generator is degraded.

  Accordingly, if the determination in step ST820 is affirmative, the braking device abnormality determining means 41i determines that the braking performance of the motors 31FL, 31FR, 31RL, 31RR has deteriorated and sets the motor abnormality determination flag “ON”. (Step ST825).

  On the other hand, if a negative determination is made in step ST820, the braking device abnormality determining means 41i next subtracts the estimated vehicle total weight Mm during motor acceleration from the estimated vehicle total weight Mb during braking from a predetermined value F. (Mb−Mm> predetermined value F?) Is determined (step ST830).

  Then, when an affirmative determination is made in step ST830, the braking device abnormality determining means 41i determines that the braking performance of the hydraulic braking torque generating device has deteriorated and sets the hydraulic brake abnormality determining flag “ON” ( Step ST835). If a negative determination is made in step ST830, the braking device abnormality determination means 41i proceeds to step ST840, where the motor acceleration estimated vehicle total weight calculation completion flag “OFF” and the braking estimated vehicle total weight calculation are completed. A flag “OFF” is set.

In the third embodiment, when the hydraulic brake abnormality determination flag “ON” is set as a result of the determination, the flowchart of FIG. 11 or FIG. 14 and the flowchart of FIG. Proceeding to the flowchart, the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated while calculating the torque correction coefficient K _n (n = FL, FR, RL, RR) according to FIG. 11 or FIG. Acceleration slip suppression control is performed according to FIG. Therefore, in this case, the same effects as those of the first embodiment or the second embodiment described above can be obtained.

On the other hand, when the motor abnormality determination flag “ON” is set as a result of the determination, it is determined whether or not the motor abnormality determination flag “ON” read in step ST510 in FIG. If the vehicle is in a straight traveling deceleration state, first to fourth pattern braking is executed to calculate a torque correction coefficient K _n (n = FL, FR, RL, RR).

Even in the case of the motor abnormality determination flag “ON”, the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated as in the case of the hydraulic brake abnormality determination flag “ON”. Takes time. For this reason, even in such a case, until the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated, as shown in the flowchart of FIG. Similar acceleration slip suppression control is executed (steps ST610 to ST635). Here, after the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated, a new current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) is obtained (step ST642). Here, step ST70 in FIG. 3 in the first embodiment or the second embodiment is read as “hydraulic brake abnormality determination flag ON? Or motor abnormality determination flag ON?”.

At this time, the brake / motor integrated ECU 41 proceeds to step ST75 in FIG. 3 in the first or second embodiment and gives an instruction to the hydraulic braking torque control means 24 and the motor control means 32. At that time, to the motor control means 32, the required motor torque Tm _req set in step ST65 of FIG. 3 and the new current conversion coefficient C2 _new-n {n = FL (FR, FR) corrected in step ST642 above. (RL, RR)) is substituted into the above equation 6 to instruct the motor 31FL of the left front wheel 10FL to generate the voltage Vm obtained thereby.

Even in this case, the hydraulic pressure conversion coefficient C1 _new-n (n = FL, FR, RL, RR) is corrected using the above equation 27, and the required hydraulic braking torque To _req is corrected. Also good.

  As described above, according to the braking / driving force control device of the third embodiment, in the braking / driving force control device of the first embodiment or the second embodiment described above, the braking performance due to the secular change or abnormality of the motors 31FL, 31FR, 31RL, 31RR. Even if this occurs, it is possible to grasp this fact and generate the appropriate total braking torque Ta for each of the wheels 10FL, 10FR, 10RL, 10RR. That is, the braking / driving force control device according to the third embodiment can perform the braking device abnormality determination with higher accuracy with respect to the braking / driving force control device according to the first or second embodiment. , 10RL, 10RR, the generation of acceleration slip can be suppressed more accurately.

  Next, a fourth embodiment of the braking / driving force control device according to the present invention will be described with reference to FIGS.

  The braking / driving force control device according to the fourth embodiment is obtained by changing the following points with respect to the braking / driving force control device according to the first embodiment, the second embodiment, or the third embodiment described above. The configuration is the same as in the first, second, or third embodiment. Further, the braking / driving force control device of the fourth embodiment is illustrated as being applied to the same vehicle as the application target of the braking / driving force control device of the first, second, or third embodiment.

In the braking / driving force control device of the first embodiment, the second embodiment, or the third embodiment described above, the acceleration slip suppression control until the torque correction coefficient K _n (n = FL, FR, RL, RR) is calculated. At the time of execution, the required motor torque (motor power running torque) Tm _req for the wheels 10FL, 10FR, 10RL, 10RR when acceleration slip is not generated is increased in the direction of increasing the regenerative braking force ("0" or the regeneration side). The required hydraulic braking torque To _req is decreased by the increase.

However, in general, in the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR, even if control signals are simultaneously received from the hydraulic braking torque control means 24 and the motor control means 32, respectively, the actual hydraulic braking torque To There is a time difference until each outputs the motor torque Tm. That is, generally, the motors 31FL, 31FR, 31RL, and 31RR are superior in responsiveness, so that the hydraulic braking torque To is output with a delay from the motor torque Tm. Therefore, when the acceleration slip suppression control is executed in the braking / driving force control device according to the first embodiment, the second embodiment, or the third embodiment, strictly speaking, the required motor torque Tm _req that increases the braking force is set to the motors 31FL, 31FR. , 31RL, 31RR are generated immediately, while the hydraulic braking torque generator cannot reduce the actual hydraulic braking torque To to the set required hydraulic braking torque To _req . For this reason, in the wheels 10FL, 10FR, 10RL, and 10RR, the total braking torque Ta that actually works at the time of executing the acceleration slip suppression control becomes larger than planned, and a large total braking force is instantaneous but unexpected. I will work. As a result, there is a possibility that a deceleration acceleration larger than necessary may act on the vehicle, so that the ride comfort may deteriorate due to the forward pitching operation at that time, which may cause the driver to feel uncomfortable or uncomfortable. is there. Further, there is a possibility that the deceleration slip occurs again although the deceleration slips of the wheels 10FL, 10FR, 10RL, and 10RR are converging.

Here, such an increase in the total braking force can be led to a cancellation direction by gently increasing the required motor torque Tm _req . However, simply reducing the change gradient of the required motor torque Tm _req may still cause drive torque to be generated in the wheels 10FL, 10FR, 10RL, and 10RR, and the possibility of generating an acceleration slip still remains.

  Therefore, in the fourth embodiment, whether or not the acceleration slip suppression control is necessary is estimated from an early stage, and if the execution is necessary, the hydraulic pressure is reduced before the deceleration slip of the wheels 10FL, 10FR, 10RL, and 10RR finishes converging. The hydraulic braking torque To and the motor torque Tm are started to change while taking into account the response delay of the braking torque To.

Here, since the motor torque Tm is finally changed from the motor power running torque to “0” by executing the acceleration slip suppression control, the required hydraulic braking torque To _req at the start of the acceleration slip suppression control has a response delay. In consideration of the deceleration slip convergence (when the motor torque Tm becomes “0”), the required total braking torque Ta _req is set.

Therefore, the required total braking torque setting means 41e of the fourth embodiment is configured so that the required total braking torque Ta _req at the time of deceleration slip convergence can be estimated. For example, this estimation is based on the change gradient of the required total braking torque Ta _req up to here, the slip amount of the wheels 10FL, 10FR, 10RL, 10RR (detection signals of the wheel speed sensors 51FL, 51FR, 51RL, 51RR, etc.). Do it by reference. Hereinafter, the estimated required total braking torque Ta _{req is referred} to as “estimated required total braking torque Ta _est ”.

Further, the required hydraulic braking torque setting unit 41f of the fourth embodiment is configured to set the estimated required total braking torque Ta _est as the required hydraulic braking torque To _req at the start of the acceleration slip suppression control. The required hydraulic braking torque setting means 41f of the fourth embodiment sets the estimated required total braking torque Ta _est as the required hydraulic braking torque To _req until the acceleration slip suppression control ends (when the deceleration slip converges). As described in the first embodiment, the braking performance of the hydraulic braking torque generator is lower than that of a new one when the components are deteriorated or the brake pads are overheated. As a result, the actual hydraulic braking torque To in such a case gradually decreases from the actual value at the start of the acceleration slip suppression control, and the estimated required total braking torque at the end of the acceleration slip suppression control (at the time of deceleration slip convergence). This is a value obtained by subtracting a decrease in braking performance corresponding to deterioration of components from _Taest .

Here, when the motor torque Tm is suddenly changed (increased) even though the actual hydraulic braking torque To gradually decreases in this way, the actual change follows the change in the motor torque Tm. The total braking torque Ta of the vehicle is abruptly changed (increased), so that the deceleration slip that is converging may be increased again, and the behavior of the vehicle may become unstable. For this reason, it is desirable that the motor torque Tm be gradually increased to “0” from the start of the acceleration slip suppression control to the end of the acceleration slip suppression control (at the time of deceleration slip convergence). The required motor torque setting means 41g according to the fourth embodiment is configured such that a required motor torque Tm _req that increases the motor torque Tm is set. For example, the required motor torque setting means 41g includes the required motor torque Tm _req-st at the start of the acceleration slip suppression control and the time from the start of the acceleration slip suppression control to the end of the acceleration slip suppression control (at the time of deceleration slip convergence). = Deceleration slip convergence time T2) is calculated based on the change gradient Sl of the required motor torque Tm _req , the change gradient Sl, the elapsed time t from the start of the acceleration slip suppression control, and the required motor at the start of the acceleration slip suppression control. The requested motor torque Tm _req is obtained by substituting the torque Tm _req-st into the following equation 40. Here, since the motor torque Tm is increased to the regeneration side, the change gradient Sl is set to a positive value.

Incidentally, change start timing of the hydraulic braking torque To and the motor torque Tm for performing the acceleration slip suppression control (acceleration slip suppression control start) is indicated hydraulic braking so as to generate the estimated required total braking torque Ta _est currently Until the torque generator actually outputs a hydraulic braking torque corresponding to the estimated required total braking torque Ta _est (a value obtained by subtracting the decrease if the braking performance of the hydraulic braking torque generator is reduced) To Time (hereinafter referred to as “actual hydraulic braking torque output time (actual mechanical braking torque output time)”) T1 and time until the deceleration slip of the wheels 10FL, 10FR, 10RL, 10RR calculated from the present time converges (hereinafter, (Referred to as “deceleration slip convergence time”). Accordingly, in the brake / motor integrated ECU 41 of the fourth embodiment, as shown in FIG. 18, the actual hydraulic braking torque output time calculating means 41m for determining the actual hydraulic braking torque output time T1 and the deceleration for determining the deceleration slip convergence time T2 are obtained. Slip convergence time calculating means 41n.

In other words, the actual hydraulic braking torque output time T1 is the time required for the actual motor torque Tm, which is the motor power running torque, to change to “0” while taking into account the response delay of the hydraulic braking torque generator. It is. Therefore, the actual hydraulic braking torque output time T1 is obtained from the following equation 41 based on the current required motor torque Tm _req (strictly, the provisional required motor torque Tm _pro ) and the motor torque change guard value SG. The motor torque change amount guard value SG is a value determined based on the output change characteristic per unit time of the actual hydraulic braking torque To with respect to the required hydraulic braking torque To _req , and is set through experiments and simulations in advance. deep. The motor torque change amount guard value SG used here is obtained on the assumption that the braking performance of the hydraulic braking torque generator has not deteriorated.

  Further, the deceleration slip convergence time T2 can be obtained from the following equation 42 based on the slip amount Qs of the wheels 10FL, 10FR, 10RL, and 10RR at the present time and the wheel acceleration Gw. As is well known, the slip amount Qs can be obtained from the wheel speed and the vehicle body speed obtained from the detection signals of the wheel speed sensors 51FL, 51FR, 51RL, and 51RR. Further, the wheel acceleration Gw can be obtained from detection signals of the wheel speed sensors 51FL, 51FR, 51RL, and 51RR. It should be noted that by determining the deceleration slip convergence time T2, the acceleration slip suppression control end time (deceleration slip convergence time) can be estimated.

  Here, when it is determined that the actual hydraulic braking torque output time T1 is longer than the deceleration slip convergence time T2, it can be inferred that acceleration slip suppression control is likely to be necessary. It is assumed that this is a time when the change of the hydraulic braking torque To and the motor torque Tm starts. On the other hand, when it is determined that the actual hydraulic braking torque output time T1 does not take about the deceleration slip convergence time T2, it can be inferred that the acceleration slip suppression control is not necessary.

  Hereinafter, the operation of the acceleration slip suppression control in the braking / driving force control device of the fourth embodiment configured as described above will be described with reference to the flowchart of FIG. 19 and the time chart of FIG. The flowchart of FIG. 19 and the time chart of FIG. 20 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR, and all the same control operations are performed. The wheels 10FL, 10FR, 10RL, and 10RR are separately and independently executed. For example, here, the left front wheel 10FL is illustrated as a representative.

In this embodiment 4, first, the brake-motor integration ECU 41, the torque correction coefficient _{K n (n = FL, FR} , RL, RR) is to determine whether or not calculated already (step ST 610). If it is determined that the torque correction coefficient _Kn (n = FL, FR, RL, RR) has not been calculated yet, the brake / motor integrated ECU 41 receives the above-described actual hydraulic braking. Torque output time T1 and deceleration slip convergence time T2 are calculated (step ST617). The brake / motor integrated ECU 41 compares the actual hydraulic braking torque output time T1 and the deceleration slip convergence time T2, and determines whether or not the actual hydraulic braking torque output time T1 is longer than the deceleration slip convergence time T2 (step ST618). ).

Here, when an affirmative determination is made in step ST618, this point in time can be assumed to be the start of the acceleration slip suppression control. Therefore, the brake / motor integrated ECU 41 may be the first, second, or second embodiment. 3, it is determined whether or not the requested motor torque Tm _req set in step ST65 of FIG. 3 is the motor power running torque (step ST620).

  Then, when an affirmative determination is made in step ST620 and it is determined that the motor 31FL of the left front wheel 10FL is in a power running state, the current time is set as the start of the acceleration slip suppression control, and the left front wheel 10FL of the fourth embodiment is used. Accelerated slip suppression control is performed.

First, the brake / motor integrated ECU 41 calculates an estimated required total braking torque Ta _est when the motor torque Tm becomes “0” by the required total braking torque setting means 41e (step ST645), and this estimated required total braking. The torque Ta _{est is set} to the current requested hydraulic braking torque To _req (step ST650). Further, the required motor torque setting means 41g of the brake / motor integrated ECU 41 calculates the change gradient Sl of the above-described required motor torque Tm _req , and the elapsed time t from the start of the acceleration slip suppression control and the acceleration slip suppression control. The requested motor torque Tm _req-st at the start is substituted into the above equation 40 to set the requested motor torque Tm _req (step ST655).

Then, the brake / motor integrated ECU 41 instructs the hydraulic braking torque control means 24 and the motor control means 32 to output the required hydraulic braking torque To _req and the required motor torque Tm _req to the hydraulic braking means 21FL on the left front wheel 10FL. Is generated from the motor 31FL (step ST660).

  Thereafter, the brake / motor integrated ECU 41 determines whether or not the deceleration slip is converged (step ST665), and repeats steps ST650 to ST665 until the deceleration slip is converged.

Thereby, in the left front wheel 10FL, the power running state of the motor 31FL can be canceled without changing the required total braking torque Ta _req. Therefore, the acceleration slip suppression control execution of the first embodiment, the second embodiment, or the third embodiment is executed. Acceleration slip can be prevented in the same way as time. Therefore, also in the braking / driving force control device according to the fourth embodiment, it is possible to suppress a decrease in the deceleration of the vehicle during braking, as in the first, second, or third embodiment.

Further, in the left front wheel 10FL, the difference in response between the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR is taken into consideration, and the optimum required hydraulic braking torque To before the deceleration slip converges. _req and required motor torque Tm _req is set and output is instructed to increase the motor torque Tm to the regeneration side while preventing a sudden change (increase) in the total braking force due to the response delay of the actual hydraulic braking torque To Can be made. That is, since the motor torque Tm is gradually increased toward the regeneration side (until “0” here) in accordance with the gentle change (decrease) in the actual hydraulic braking torque To, the total braking force changes rapidly. The motor torque Tm increases to the regeneration side (“0”) at the time of deceleration slip convergence. Such acceleration slip suppression control is executed for all the wheels 10FL, 10FR, 10RL, and 10RR as in the first, second, and third embodiments if necessary. Therefore, the braking / driving force control device according to the fourth embodiment can suppress the generation of undesired deceleration acceleration to the vehicle, and can suppress the uncomfortable feeling and the uncomfortable feeling to the driver by suppressing the deterioration of the riding comfort. Furthermore, the deceleration slip of the wheels 10FL, 10FR, 10RL, 10RR can be converged as it is, and the behavior of the vehicle can be maintained in a stable state.

After performing such acceleration slip suppression control, when an affirmative determination is made in step ST665, the present process is temporarily terminated and the process returns to step ST10 in FIG. Until affirmative determination is made in step ST610, the requested motor torque Tm _req is increased or decreased while maintaining the requested hydraulic braking torque To _req at the end of the acceleration slip suppression control (when the deceleration slip converges). A braking torque Ta _req is generated. Accordingly, it is possible to prevent a decrease in the deceleration of the vehicle during braking even after execution of the acceleration slip suppression control.

In FIG. 19, it is configured to correct the hydraulic pressure conversion coefficient C1 _new-n (n = FL, FR, RL, RR) when an affirmative determination is made in step ST610. As described in the second or third embodiment, the current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) may be corrected.

When a negative determination is made in step ST618 or step ST620, the process proceeds to step ST75 in FIG. 3 and the required hydraulic braking torque To _req and the required motor torque Tm _req set in step ST65 are generated as they are. Instruct them to do so. Here, since the brake pad is worn away and the original hydraulic braking torque To cannot be generated, the actual hydraulic braking torque To is lower than the original required hydraulic braking torque To _req as shown in FIG. It has become.

  As described above, according to the braking / driving force control device of the fourth embodiment, not only the same effects as those of the first, second, or third embodiments are achieved, but also the hydraulic braking torque generating device and the motors 31FL, 31FR. , 31RL, 31RR to prevent unnecessary (particularly sudden) increase in the total braking force during execution of the acceleration slip suppression control due to the difference in responsiveness between the 31RL and 31RR. Instability can be suppressed. In particular, the braking / driving force control device of the fourth embodiment is useful because it can stabilize the behavior of the vehicle, which is one of the original purposes of ABS control.

  Next, a fifth embodiment of the braking / driving force control device according to the present invention will be described with reference to FIGS.

In the braking / driving force control device according to the fifth embodiment, the torque correction coefficient _Kn (n = FL, FR, RL, RR) is the same as in any one of the braking / driving force control devices in the first to fourth embodiments described above. The setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req until the calculation is changed, and the rest is configured in the same manner as each braking / driving force control device.

Here, when an acceleration slip is generated due to a decrease in the braking performance of the hydraulic braking torque generator, as shown in FIG. 21, the vehicle body speed estimation means 41d described above is the wheel (abnormal wheel) 10FL in which the acceleration slip occurs. Based on the wheel speeds of 10FR, 10RL, and 10RR, the vehicle body speed is estimated to be higher than actual. As a result, the required total braking torque setting means 41e determines that the other normal wheels (normal wheels) 10FL, 10FR, 10RL, 10RR are causing a deceleration slip or are locked in the next process. (Normal wheels) Since the required total braking torque Ta _req for 10FL, 10FR, 10RL, 10RR is reduced below the originally required magnitude, the vehicle deceleration is significantly reduced as described above. There is a risk that.

  Therefore, the fifth embodiment has the motors 31FL, 31FR, 31RL, 31RR in a power running state (that is, the motors 31FL, 31FR, 31RL, 31RR output the motor power running torque Tm). , 10FR, 10RL, and 10RR are determined to have the possibility of causing an acceleration slip, and the vehicle body speed estimation means 41d is configured to exclude the wheels 10FL, 10FR, 10RL, and 10RR from the vehicle speed estimation calculation target. In other words, the vehicle body speed estimation means 41d of the fifth embodiment uses only the wheels 10FL, 10FR, 10RL, and 10RR for which the motors 31FL, 31FR, 31RL, and 31RR are generating the motor regeneration torque Tm as the vehicle speed estimation calculation target wheels. And As a result, the large deviation of the estimated vehicle body speed is eliminated, and the wheels (normal wheels) 10FL, 10FR, 10RL, 10RR are prevented from being insufficient in braking force.

For example, also in the fifth embodiment, as shown in the flowchart of FIG. 22, first, the brake / motor integrated ECU 41 determines whether or not the torque correction coefficient K _n (n = FL, FR, RL, RR) has been calculated. (Step ST610). If a negative determination is made here and it is found that the torque correction coefficient K _n (n = FL, FR, RL, RR) has not been calculated yet, the brake / motor integrated ECU 41 receives the vehicle body speed estimation means. It is determined by 41d whether or not the required motor torque Tm _req of the left front wheel 10FL set in step ST65 of FIG. 3 is a motor power running torque (step ST670).

  When the vehicle body speed estimating means 41d of the fifth embodiment makes an affirmative determination in step ST670 and finds that the motor 31FL of the left front wheel 10FL is in a power running state, the vehicle body speed estimating means 41d determines that the left front wheel 10FL is subject to the body speed estimation calculation target. Excluding (step ST675), the process proceeds to step ST75 in FIG. On the other hand, if a negative determination is made in step ST670, the left front wheel 10FL is left as an object for estimating the vehicle body speed, and the process proceeds to step ST75.

Here, the brake / motor integrated ECU 41 executes a series of the above-described calculation process and determination process substantially simultaneously on all the wheels 10FL, 10FR, 10RL, and 10RR. For this reason, the vehicle body speed estimation means 41d of the fifth embodiment can grasp whether or not there is a wheel (abnormal wheel that is accelerating slipped) that is excluded from the vehicle body speed estimation calculation target. When the presence is recognized, the estimated vehicle body speed is calculated using the wheel speed of the wheel that is rotating fastest among the other wheels (normal wheels). Thereby, the estimated vehicle speed is estimated to be a value close to the actual vehicle speed as shown in FIG. The information on the estimated vehicle body speed calculated here is used when calculating the required total braking torque Ta _{req in} step ST15 in FIG. 3 in the next process, or in calculating the slip ratio S in steps ST20 and ST25 in FIG. Used when determining the tendency to lock and unlock. In particular, in the next step, an appropriate required total braking torque Ta _req is set for a wheel (normal wheel) that is not accelerating and slipping, so that a shortage of braking force of the normal wheel can be prevented.

Therefore, according to the braking / driving force control device of the fifth embodiment, even if the hydraulic braking torque generating device has aged or abnormally mixed between the wheels 10FL, 10FR, 10RL, and 10RR. Since it is possible to estimate the wheel speed with high accuracy, the total braking torque Ta can be generated by the required hydraulic braking torque To _req and the required motor torque Tm _{req that} are appropriate for normal wheels at the next and later steps at the latest. . For this reason, even the braking / driving force control device configured as described above has not only the same effects as any one of the braking / driving force control devices in the first to fourth embodiments, but also a torque correction coefficient. Until K _n (n = FL, FR, RL, RR) is calculated, a decrease in the deceleration of the vehicle during braking can be suppressed.

In the fifth embodiment, the hydraulic pressure conversion coefficient C1 _new-n (n = FL, FR, RL, RR) is corrected when an affirmative determination is made in step ST610. As described in the first embodiment, the second embodiment, or the third embodiment, the current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) may be corrected.

  Next, a sixth embodiment of the braking / driving force control device according to the present invention will be described with reference to FIGS.

In the sixth embodiment, the vehicle body speed estimation means 41d is partially changed in the braking / driving force control device of the fifth embodiment described above, and the other operations are configured in the same manner as in the fifth embodiment and perform the same operation. It has become. That is, the braking / driving force control device according to the sixth embodiment is the same as any one of the braking / driving force control devices according to the first to fourth embodiments described above, except that the torque correction coefficient K _n (n = FL, FR, RL, RR). ) Is calculated until the required hydraulic braking torque To _req and required motor torque Tm _req are set.

  When the motors 31FL, 31FR, 31RL, and 31RR are in a power running state, the vehicle body speed estimation unit 41d of the fifth embodiment described above causes the wheels 10FL, 10FR, 10RL, and 10RR corresponding thereto to generate abnormal wheels (acceleration slip). Wheel), and excluded from the subject of vehicle speed estimation calculation.

However, the wheels 10FL, 10FR, 10RL, and 10RR excluded as abnormal wheels are not necessarily abnormal because the motors 31FL, 31FR, 31RL, and 31RR are in a power running state depending on the actual hydraulic braking torque To. Not limited to this, there may be a normal wheel that does not generate acceleration slip. Even in such a case, the vehicle body speed estimation means 41d according to the fifth embodiment excludes the wheels 10FL, 10FR, 10RL, and 10RR that are actually normal wheels from the body speed estimation calculation target as abnormal wheels. Therefore, the vehicle body speed estimating means 41d of the fifth embodiment is based on a lower wheel speed even if the wheels 10FL, 10FR, 10RL, 10RR are rotating at the highest wheel speed among normal wheels. Since the estimated vehicle speed is obtained, the estimated vehicle speed is lower than the actual vehicle speed. Thus, the requested total braking torque setting means 41e determines that the other normal wheels (normal wheels) 10FL, 10FR, 10RL, 10RR are causing a large acceleration slip in the next step, and the wheels (normal wheels) ) The required total braking torque Ta _req for 10FL, 10FR, 10RL, and 10RR is increased from the originally required magnitude, so that the deceleration of the vehicle is remarkably increased, and the ride comfort and the vehicle behavior are deteriorated. There is a risk of causing it.

Therefore, in the sixth embodiment, the vehicle body speed estimation means 41d is configured so that the wheel to be excluded at the time of vehicle body speed estimation calculation is set more strictly. Specifically, the vehicle body speed estimation means 41d according to the sixth embodiment has the wheels 10FL, 10FR, 10RL, 10RR even if the motors 31FL, 31FR, 31RL, 31RR are the wheels 10FL, 10FR, 10RL, 10RR in the power running state. If the slip ratio S of the vehicle is smaller than a predetermined value, the vehicle body speed is estimated including the information of the wheels 10FL, 10FR, 10RL, and 10RR. For example, in addition to the setting function of the wheel to be excluded, the vehicle body speed estimation unit 41d of the sixth embodiment includes an estimation calculation function of the road surface μ and estimation of the ground load of each wheel 10FL, 10FR, 10RL, 10RR. an arithmetic function, each of the wheels 10FL, 10FR, 10RL, the maximum value of the driving torque that can cause acceleration slip in 10RR (hereinafter, referred to as "acceleration slip generation driving torque limit value".) and estimate calculation function of Td _slip Is provided.

First, the estimation calculation function of the road surface μ is executed by a well-known method in the technical field, and is estimated from, for example, the vehicle body longitudinal acceleration Gc during ABS control. Here, the road surface μ is estimated using the vehicle body longitudinal acceleration Gc _real detected by the vehicle body longitudinal acceleration sensor 55.

Also, a wheel ground load estimation calculation function is prepared by a well-known method in the technical field. For example, the wheel ground load estimation calculation function calculates the vehicle weight, the vehicle center of gravity position, the wheel base length, and the vehicle longitudinal acceleration Gc _real . Instead of this estimation calculation function, each wheel 10FL, 10FR, 10RL, 10RR may be provided with a measuring means such as a load meter so that the wheel ground load can be directly measured.

In addition, the acceleration slip generation driving torque limit value Td _slip is estimated and calculated using the road surface μ and wheel ground contact load information to calculate the acceleration slip generation driving torque limit value Td _slip of each wheel 10FL, 10FR, 10RL, 10RR, respectively. Let it be calculated. That is, when the motors 31FL, 31FR, 31RL, and 31RR are in a power running state, acceleration slip is more likely to occur as the road surface μ is lower and the wheel ground load is smaller. _{Is used} as a parameter to determine the acceleration slip generation drive torque limit value Td _slip . For example, here, the acceleration slip generation drive torque limit value Td _slip corresponding to the road surface μ and the wheel contact load is obtained in advance by experiments and simulations, and prepared as map data (not shown) using these as parameters. This acceleration slip generation drive torque limit value Td _slip is set on the power running side of the motors 31FL, 31FR, 31RL, 31RR as shown in FIG.

  Here, in the vehicle body speed estimation means 41d of the sixth embodiment, the setting function of the wheel to be excluded at the time of the vehicle body speed estimation calculation is configured as follows.

First, even if the motors 31FL, 31FR, 31RL, and 31RR are in a power running state, the required motor torque (motor power running torque) Tm _req set for the motor 31FL, 31FR, 31RL is lower than the acceleration slip generation drive torque limit value Td _slip. For example, the possibility of occurrence of acceleration slip at the wheels 10FL, 10FR, 10RL, 10RR is reduced. For this reason, when the required motor torque Tm _req is equal to or greater than the acceleration slip generation drive torque limit value Td _slip , the vehicle body speed estimation means 41d of the sixth embodiment changes the wheels 10FL, 10FR, 10RL, 10RR corresponding thereto to abnormal wheels. It is configured to be regarded as (wheels that generate acceleration slip) and excluded from the vehicle body speed estimation calculation target. Also in the sixth embodiment, the required motor torque Tm _{req in the} power running state is a negative value as in the first to _fifth embodiments so far, so that the vehicle speed estimation means 41d has the absolute value of the required motor torque Tm _req . The value is compared with the absolute value of the acceleration slip generation drive torque limit value Td _slip .

Even if the requested motor torque (motor power running torque) Tm _req is lower than the acceleration slip generation drive torque limit value Td _slip , if the absolute value of the difference between the wheel acceleration Gw and the vehicle body longitudinal acceleration Gc is large to some extent, the wheels 10FL, 10FR , 10RL, 10RR, the possibility of occurrence of acceleration slip or deceleration slip increases. For this reason, the vehicle body speed estimation means 41d of the sixth embodiment is configured so that the wheel acceleration Gw at that time and the vehicle body front-rear are determined even if the absolute value of the required motor torque Tm _req is smaller than the absolute value of the acceleration slip generation drive torque limit value Td _slip When the absolute value of the difference in acceleration Gc is greater than or equal to a predetermined value H, the corresponding wheels 10FL, 10FR, 10RL, and 10RR are regarded as abnormal wheels and excluded from the vehicle speed estimation calculation target. Here, the vehicle body longitudinal acceleration Gc _real detected by the vehicle body longitudinal acceleration sensor 55 is used as the vehicle body longitudinal acceleration Gc. The predetermined value H is obtained by, for example, conducting experiments or simulations in advance, and the wheel acceleration Gw and the vehicle body longitudinal acceleration Gc _real when the wheels 10FL, 10FR, 10RL, and 10RR change from the grip state to the acceleration slip state or the deceleration slip state. Find and set the absolute value of the difference.

That is, in the sixth embodiment, even if the motors 31FL, 31FR, 31RL, and 31RR are in a power running state, the absolute value of the requested motor torque Tm _req is smaller than the absolute value of the acceleration slip generation drive torque limit value Td _slip. If the absolute value of the difference between the wheel acceleration Gw and the vehicle body longitudinal acceleration Gc is smaller than the predetermined value H, the wheels 10FL, 10FR, 10RL, 10RR are determined as normal wheels that are not in the acceleration slip state.

For example, also in the fifth embodiment, as shown in the flowchart of FIG. 24, first, the brake / motor integrated ECU 41 is made to determine whether or not the torque correction coefficient K _n (n = FL, FR, RL, RR) has been calculated. (Step ST610).

The vehicle body speed estimating means 41d of the brake / motor integrated ECU 41 determines that the torque correction coefficient K _n (n = FL, FR, RL, RR) has not been calculated yet. The road surface μ is calculated based on the vehicle longitudinal acceleration Gc _real from the vehicle longitudinal acceleration sensor 55, and the wheel ground load of the left front wheel 10FL is calculated based on the vehicle longitudinal acceleration Gc _real , the wheelbase length, and the like (step ST667). ). Then, the vehicle body speed estimation means 41d obtains the acceleration slip generation drive torque limit value Td _slip of the left front wheel 10FL based on the road surface μ and the wheel contact load information (step ST668).

Subsequently, the vehicle body speed estimation means 41d determines whether or not the required motor torque Tm _req of the left front wheel 10FL set in step ST65 of FIG. 3 is a motor power running torque (step ST670). If a negative determination is made in step ST670, the vehicle body speed estimation means 41d leaves the left front wheel 10FL as a vehicle body speed estimation calculation target and proceeds to step ST75 in FIG.

On the other hand, if the vehicle speed estimation means 41d of the sixth embodiment makes an affirmative determination in step ST670 and finds that the motor 31FL of the left front wheel 10FL is in a power running state, then the absolute value of the required motor torque Tm _req It is determined whether or not the value is equal to or greater than the absolute value of the acceleration slip generation drive torque limit value Td _{slip obtained} in step ST668 (step ST672).

If a negative determination is made in step ST672, the vehicle body speed estimation means 41d then obtains an absolute value of the difference between the wheel acceleration Gw of the left front wheel 10FL and the vehicle body longitudinal acceleration Gc _real , which is greater than a predetermined value H. It is determined whether or not it is smaller (step ST673).

When a positive determination is made in step ST672 or a negative determination is made in step ST673, the vehicle body speed estimation means 41d of the sixth embodiment excludes the left front wheel 10FL from the vehicle speed estimation calculation target (step ST675). . That is, the vehicle body speed estimation means 41d determines that the motor 31FL of the left front wheel 10FL is in a power running state exceeding the acceleration slip generation drive torque limit value Td _slip , or the motor 31FL in the power running state of the left front wheel 10FL. If the difference between the wheel acceleration Gw and the vehicle body longitudinal acceleration Gc is more than the predetermined value H even if the acceleration slip generation drive torque limit value Td _slip is not exceeded, the left front wheel 10FL is put into the acceleration slip state. It is determined that there is an abnormal wheel and is excluded from the vehicle body speed estimation calculation target. Then, the brake / motor integrated ECU 41 proceeds to step ST75.

  On the other hand, if the determination in step ST673 is affirmative, the vehicle body speed estimation means 41d determines that the left front wheel 10FL is a normal wheel that is not in the acceleration slip state, and leaves it as an object for vehicle body speed estimation calculation. Proceed to

Also in the sixth embodiment, the brake / motor integrated ECU 41 executes the above-described calculation process and determination process in the same manner as in the fifth embodiment for all the wheels 10FL, 10FR, 10RL, 10RR almost simultaneously. To do. For this reason, the vehicle body speed estimation means 41d of the sixth embodiment can grasp whether or not there is a wheel (abnormal wheel that is accelerated and slipped) that is excluded from the vehicle body speed estimation calculation target, When the presence is recognized, the estimated vehicle body speed is calculated using the wheel speed of the wheel that is rotating fastest among the other wheels (normal wheels). Thus, the estimated vehicle body speed is estimated to be a value close to the actual vehicle body speed as shown in FIG. The information on the estimated vehicle body speed calculated here is the same as in the fifth embodiment when calculating the required total braking torque Ta _{req in} step ST15 in FIG. 3 in the next step, or in steps ST20 and ST20 in FIG. This is used when calculating the slip ratio S in ST25 (when determining the tendency to lock and unlock). In particular, in the next step, an appropriate required total braking torque Ta _req is set for a wheel (normal wheel) that is not accelerating and slipping, so that a shortage of braking force of the normal wheel can be prevented.

Therefore, according to the braking / driving force control device of the sixth embodiment, the estimation accuracy of the wheel speed can be increased to that of the fifth embodiment or more, so that the total braking torque Ta of normal wheels in the subsequent steps and after is further appropriately increased. Can be generated at. For this reason, even the braking / driving force control device configured as described above has not only the same effects as any one of the braking / driving force control devices in the first to fourth embodiments, but also a torque correction coefficient. Until K _n (n = FL, FR, RL, RR) is calculated, a decrease in the deceleration of the vehicle during braking can be further suppressed.

The sixth embodiment is configured to correct the hydraulic pressure conversion coefficient C1 _new-n (n = FL, FR, RL, RR) when an affirmative determination is made in step ST610. As described in the first embodiment, the second embodiment, or the third embodiment, the current conversion coefficient C2 _new-n (n = FL, FR, RL, RR) may be corrected.

  Next, a seventh embodiment of the braking / driving force control device according to the present invention will be described with reference to FIG.

  In the braking / driving force control device of the seventh embodiment, the required hydraulic braking torque setting means 41f of the brake / motor integrated ECU 41 is partially changed in any one of the braking / driving force control devices of the first to sixth embodiments described above. However, the other configurations are configured in accordance with the first to sixth embodiments.

  Here, in recent vehicles, the power of the battery 33 is used for various purposes, and the power consumption continues to increase. This is no exception in the vehicle of the seventh embodiment, and when the amount of power stored in the battery 33 is small, the motor regeneration torque of each of the motors 31FL, 31FR, 31RL, and 31RR is increased, and the amount of charge to the battery 33 is increased. It is preferable to increase.

  On the other hand, when the amount of electricity stored in the battery 33 is large and cannot be charged any more, it is preferable to increase the motor power running torque of each of the motors 31FL, 31FR, 31RL, 31RR and suppress the wasteful power supply to the battery 33.

  Therefore, in the seventh embodiment, the required hydraulic braking torque setting means 41f is provided so that the hydraulic braking torque To is increased or decreased based on the charged amount of the battery 33 and the charged amount of the battery 33 is always kept in an optimum state. Constitute.

Specifically, in the required hydraulic braking torque setting means 41f of the seventh embodiment, a correction value (hereinafter referred to as “battery correction value”) To _{bat of the} temporary required hydraulic braking torque To _pro according to the amount of charge of the battery 33. Is provided with a battery correction value calculation function. Then, the requested hydraulic braking torque setting means 41f, using equation 43 below, the maximum total braking torque Ta _max and a minimum total braking torque Ta _min temporary demand hydraulic braking torque depending from the intermediate value to the battery correction value the To _bat of Configure to correct To _pro .

Here, the battery correction value _Tobat is appropriately set according to the battery capacity, the power consumption amount on the vehicle side, and the like.

For example, if the charged amount of the battery 33 is within the reference value or reference range required for the vehicle, the battery correction value _Tobat is set to “0” so that the correction is not actually performed.

Further, the battery correction value To _bat is the provisional required hydraulic braking torque To so that the motor regenerative torque is increased when the charged amount of the battery 33 is small with respect to the reference value or the range of the reference and charging is required. Set _pro to a negative value to decrease.

On the other hand, the battery correction value To _bat sets the provisional required hydraulic braking torque To _pro so that the motor power running torque is increased when the charged amount of the battery 33 is larger than the reference value or the range of the reference and charging is not possible any more. Set to a positive value to increase.

In the braking / driving force control device according to the seventh embodiment configured as described above, control is performed as follows. The seventh embodiment is the same as each of the first to sixth embodiments except for the portion related to the calculation process of the provisional required hydraulic braking torque To _pro , so only the differences will be described and the others will be omitted. .

The brake / motor integrated ECU 41 of the seventh embodiment obtains the battery correction value _Tobat according to the amount of charge of the battery 33 before the requested hydraulic braking torque setting means 41f obtains the provisional required hydraulic braking torque To _pro .

Then, the required hydraulic braking torque setting means 41f substitutes the battery correction value _Tobat and the previously determined maximum total braking torque Ta _max and minimum total braking torque Ta _min into the above equation 43 to obtain the provisional required hydraulic braking torque To _Ask for _pro .

For example, when the charged amount of the battery 33 is larger than the reference value or the reference range and cannot be charged any more, the required hydraulic braking torque setting means 41f of the seventh embodiment is configured so that the left front wheel as shown in the time chart of FIG. requested hydraulic braking torque the to _req of 10FL to seek temporary demand hydraulic braking torque the to _pro to increase by battery correction value the to _bat fraction to the intermediate value of the maximum total braking torque Ta _max and a minimum total braking torque Ta _min. Thereby, in the motor 31FL, the motor power running torque increases, and the power supply to the useless battery 33 is suppressed, so that the charged amount of the battery 33 can be kept in an optimum state.

On the other hand, when the charged amount of the battery 33 is less than the reference value or within the reference range and the battery 33 needs to be charged, the required hydraulic braking torque setting means 41f of the seventh embodiment uses the time chart of FIG. As shown, the required hydraulic braking torque To _{req of} the left front wheel 10FL is reduced by the battery correction value To _{bat with} respect to the intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _{min. Ask} for _pro . Thereby, in the motor 31FL, the motor regenerative torque is increased, the amount of charge to the battery 33 is increased, and the charged amount of the battery 33 can be kept in an optimum state.

Further, when the charged amount of the battery 33 is the optimum value within the reference value or the reference range, the required hydraulic braking torque setting unit 41f of the seventh embodiment sets the battery correction value To _bat to “0”. In the same manner as in the first to sixth embodiments described above, the provisional required hydraulic braking torque is set so that the required hydraulic braking torque To _req of the left front wheel 10FL becomes an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _{min. Find} To _pro .

Here, also in the braking / driving force control device according to the seventh embodiment, when the acceleration slip suppression control is performed, it is requested that the provisional required hydraulic braking torque To _pro taking into account the charged amount of the battery 33 is not calculated. The hydraulic braking torque setting means 41f is configured. Thereby, also in the braking / driving force control device of the seventh embodiment, the same effects as those of the first to sixth embodiments can be obtained.

  As described above, according to the braking / driving force control device of the seventh embodiment, in addition to the same effects as those of the first to sixth embodiments described above, the amount of power stored in the battery 33 can always be kept in an optimum state. .

  Next, an eighth embodiment of the braking / driving force control device according to the present invention will be described with reference to FIGS.

  In the braking / driving force control device of the eighth embodiment, the required hydraulic braking torque setting means 41f of the brake / motor integrated ECU 41 is partially changed in any one of the braking / driving force control devices of the first to sixth embodiments described above. However, the other configurations are configured in accordance with the first to sixth embodiments.

Specifically, in the eighth embodiment, the required hydraulic braking torque is as much as possible without using the regeneration-side required hydraulic braking torque update determination threshold Tm1 _b and the power running-side required hydraulic braking torque update determination threshold Tm2 _b exemplified in the first embodiment. In this configuration, it is not necessary to perform To _req update processing.

Therefore, the required hydraulic braking torque setting means 41f of the eighth embodiment first has a motor torque output limit value Tm _lim (motor regeneration torque output) for the required motor torque Tm _req (temporary required motor torque Tm _pro at the time of calculation processing). Whether or not the required hydraulic braking torque To _req needs to be updated is determined using a margin (hereinafter referred to as “motor margin torque”) Tm _{mar up} to the limit value Tm1 _lim and the motor power running torque output limit value Tm2 _lim .

For example, as the motor margin torque Tm _mar , a maximum value (hereinafter referred to as “maximum motor torque”) Tm _max of the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR during the ABS control is obtained, and this maximum motor torque is obtained. A value obtained by subtracting Tm _max from the motor torque output limit value Tm _lim as shown in Equation 44 below is used.

Here, the motor torque output limit value Tm _lim and the maximum motor torque Tm _max have values on the regeneration side and the power running side, respectively. For this reason, specifically, the following equations 45 and 46 are used separately. _Next , the motor margin torque Tm _mar on the regeneration side and the power running side is obtained. “Tm1 _mar ” shown in Expression 45 represents the regeneration side motor margin torque, and “Tm1 _max ” represents the maximum motor torque on the regeneration side (hereinafter referred to as “maximum motor regeneration torque”). In addition, “Tm2 _mar ” shown in Expression 46 represents the power running side motor margin torque, and “Tm2 _max ” represents the maximum motor torque on the power running side (hereinafter referred to as “maximum motor power running torque”). Here, the maximum motor regeneration torque Tm1 _max is a positive value, and the maximum motor power running torque Tm2 _max is a negative value.

In the eighth embodiment, the required total braking torque Ta _req is a value obtained by adding the regeneration side motor margin torque Tm1 _mar to the maximum total braking torque Ta _max (Ta _max + Tm1 _mar ) and the minimum total braking torque Ta _min on the power running side. The required hydraulic braking torque setting means 41f is configured to keep the required hydraulic braking torque To _req constant without being updated when it is between the value obtained by adding the motor margin torque Tm2 _mar (Ta _min + Tm2 _mar ). .

On the other hand, the required hydraulic braking torque setting means 41f has a required total braking torque Ta _req equal to or higher than “Ta _max + Tm1 _mar ” or a required total braking torque Ta _req equal to or lower than “Ta _min + Tm2 _mar ”. In this case, the required hydraulic braking torque To _req is updated. Here, after any such circumstance, when a new minimum total braking torque Ta _min is calculated, the request to delete the requested hydraulic braking torque previously calculated value the To _req stored in the main storage device or the like The hydraulic braking torque setting means 41f is configured. The required hydraulic braking torque previously calculated value the To _req here refers to a requested hydraulic braking torque the To _req which is set is calculated based on the equation 2 described above, configured as a requested hydraulic braking torque the To _req as will be described later This does not include the motor torque output limit value Tm _{lim and the} like.

Hereinafter, the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _{req in} the braking / driving force control device of the eighth embodiment will be described based on the flowchart of FIG. 27 and the time chart of FIG. The flowchart of FIG. 27 and the time chart of FIG. 28 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR, and all the control operations similar to this are shown. The wheels 10FL, 10FR, 10RL, and 10RR are separately and independently executed. For example, here, the left front wheel 10FL is illustrated as a representative. In the following, a braking / driving force control device based on the flowchart of FIG.

  The calculation processing and determination processing from step ST225 to ST270 shown in FIG. 27 are the same as steps ST225 to ST270 in the flowchart of FIG.

Here, the required hydraulic braking torque setting unit 41f of the brake / motor integrated ECU 41 according to the eighth embodiment is configured such that the required total braking torque Ta _req is equal to or higher than “Ta _max + Tm1 _mar ” or the required total braking torque Ta _req is When the value is equal to or less than “Ta _min + Tm2 _mar ”, after that (in other words, after the motor torque Tm reaches the motor torque output limit value Tm _lim ), when a new minimum total braking torque Ta _min is calculated. The required hydraulic braking torque already calculated value To _req stored in the main memory or the like is deleted.

First, the brake / motor integrated ECU 41 of the eighth embodiment calculates the regeneration side motor margin torque Tm1 _mar and the power running side motor margin torque Tm2 _mar by using the required hydraulic braking torque setting means 41f using the above-described equations 45 and 46. (Step ST212).

In step ST212, the temporary required motor torque Tm _pro of the left front wheel 10FL at each time point when the maximum total braking torque Ta _max and the minimum total braking torque Ta _min are obtained in steps ST25 and ST35 of FIG. The maximum motor regenerative torque Tm1 _max and the maximum motor power running torque Tm2 _max are substituted into the above formulas 45 and 46.

Subsequently, the required hydraulic braking torque setting means 41f determines that the required total braking torque Ta _req obtained in step ST15 in FIG. 3 is the maximum total braking torque Ta _max obtained in step ST25 in FIG. It determines whether there in a torque margin Tm1 _mar added value above _{(Ta req ≧ Ta max + Tm1} mar) ( step ST217).

If a negative determination is made, the required total braking torque Ta _req is then added to the power running side motor margin torque Tm2 _mar to the minimum total braking torque Ta _min obtained in step ST35 of FIG. It is determined whether or not the value is equal to or less than (Ta _req ≦ Ta _min + Tm2 _mar ) (step ST222).

If a negative determination is made in step ST222, the required hydraulic braking torque setting unit 41f proceeds to step ST225, and the required hydraulic pressure of the left front wheel 10FL according to the presence or absence of the required hydraulic braking torque already calculated value To _req. A braking torque To _req and a required motor torque Tm _req are set. Therefore, if it is determined in step ST225 that the required hydraulic braking torque already calculated value To _req exists, even if a new minimum total braking torque Ta _min is obtained, the left front wheel 10FL The requested hydraulic braking torque To _req is not updated from the previous time. On the other hand, if a negative determination is made in step ST225, the required hydraulic braking torque To _req of the left front wheel 10FL is set to an intermediate value between the new maximum total braking torque Ta _max and minimum total braking torque Ta _min. Updated.

Further, the required hydraulic braking torque setting means 41f of the eighth embodiment proceeds to step ST250 when the affirmative determination is made in step ST217, and the temporary required motor torque Tm _pro becomes the motor regenerative torque output limit value Tm1 _lim. It is determined whether or not the above is satisfied, and if an affirmative determination is made in step ST222, the process proceeds to step ST255, and whether or not the provisional required motor torque Tm _pro is equal to or less than the motor power running torque output limit value Tm2 _lim . Determine. Then, the required hydraulic braking torque To _req and the required motor torque Tm _req of the left front wheel 10FL are set in accordance with the respective determination results as in the case of FIG. 6 described above.

Therefore, when a negative determination in that step ST250 or step ST255 been made, it updates or non-renewal of the requested hydraulic braking torque the To _req as above according to the presence or absence of the requested hydraulic braking torque previously calculated value the To _req It is decided. On the other hand, when a positive determination is made in step ST250 or step ST255, the required hydraulic braking torque setting unit 41f updates the required hydraulic braking torque To _req to a new one.

The brake / motor integrated ECU 41 of the eighth embodiment repeats the above-described arithmetic processing and determination processing during execution of the ABS control, and as shown in FIG. 28, the required total braking torque Ta _req is “Ta _max + Tm1 _mar ” and “Ta _As long as it is between “ _min + Tm2 _mar ”, even if a new maximum total braking torque Ta _max and minimum total braking torque Ta _min are obtained, the required hydraulic braking torque To _req is not updated.

Thus, also in the braking / driving force control device according to the eighth embodiment, the value of the required hydraulic braking torque To _req is not frequently updated. This reason, the braking and driving force control apparatus of the present embodiment 8, the motor 31FL, 31FR, 31RL, to correspond to the change in total braking torque Ta _req required by increasing or decreasing control of the motor torque Tm of 31RR, accurately total braking torque Ta And it can generate with sufficient responsiveness, and it becomes possible to acquire the effect similar to each Examples 1-6 mentioned above.

Even in the eighth embodiment, the battery correction value _Tobat of the above-described seventh embodiment may be obtained, and the provisional required hydraulic braking torque To _pro may be corrected according to the storage amount of the battery 33. . For example, when this correction is applied to the eighth embodiment, the arithmetic expression in step ST50 of the eighth embodiment is replaced with the above-described expression 43 as in the seventh embodiment. Further, the battery correction value _Tobat may be added to the provisional required hydraulic braking torque To _pro set in step ST55 of the eighth embodiment. Thereby, in addition to the useful effect of the above-described eighth embodiment, it is also possible to always keep the charged amount of the battery 33 in an optimum state.

  Here, in each of the first to eighth embodiments described above, the braking / driving force control device for the vehicle in which the wheels 10FL, 10FR, 10RL, and 10RR are provided with the motors 31FL, 31FR, 31RL, and 31RR, respectively, is illustrated. The braking / driving force control devices according to the first to eighth embodiments are not necessarily limited to the vehicle having such a mode. For example, the present invention may be applied to a vehicle in which motors are provided only on the left and right front wheels, or a vehicle in which left and right or one motor is provided on the rear wheels.

  As described above, the braking / driving force control device according to the present invention relates to the control technology of the braking force generation device that generates the mechanical braking force and the regenerative braking force, and in particular, secular change or abnormality occurs in the braking force generation device. Even if the braking performance deteriorates, it is useful for a technique for generating an appropriate braking torque for the wheel.

It is a block diagram which shows the structure of the braking / driving force control apparatus which concerns on this invention. It is the figure which looked at the output limit of the motor from the relationship with motor rotation speed (wheel speed). It is a flowchart explaining the whole operation | movement of the braking / driving force control apparatus which concerns on this invention. 6 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque in the first embodiment. FIG. 5 is a time chart showing the relationship between a total braking torque of a certain wheel, a hydraulic braking torque, and a motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, and is based on the setting operation of FIG. Is. 7 is a flowchart illustrating another setting operation of the required hydraulic braking torque and the required motor torque in the first embodiment. FIG. 7 is a time chart showing the relationship between the total braking torque of a certain wheel, the hydraulic braking torque, and the motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, and is based on the setting operation of FIG. Is. FIG. 5 is a time chart showing the relationship among the total braking torque, hydraulic braking torque, and motor torque of a certain wheel in a vehicle when the braking performance of the hydraulic braking torque generator is degraded, and before acceleration slip suppression control is applied. It is a figure shown about the state of. It is a flowchart explaining the calculation operation | movement of the estimated vehicle gross weight at the time of a motor acceleration. It is a flowchart explaining hydraulic brake abnormality determination operation. 3 is a flowchart for explaining a calculation operation of a torque correction coefficient according to the first embodiment. 6 is a flowchart illustrating an acceleration slip suppression control operation and a hydraulic pressure conversion coefficient calculation operation according to the first embodiment before and after the completion of torque correction coefficient calculation. FIG. 6 is a time chart showing the relationship among the total braking torque, the hydraulic braking torque, and the motor torque of a certain wheel in the vehicle when the braking performance of the hydraulic braking torque generator is deteriorated, and execution of acceleration slip suppression control according to the first embodiment. It is a figure shown about the state of time. 6 is a flowchart illustrating a calculation operation of a torque correction coefficient according to the second embodiment. It is a flowchart explaining the calculation operation | movement of the estimated vehicle gross weight at the time of braking. 12 is a flowchart for explaining operations of hydraulic brake abnormality determination and motor abnormality determination in the third embodiment. It is a flowchart explaining the acceleration slip suppression control operation | movement of Example 3 before and after completion | finish of a torque correction coefficient calculation, and the calculation operation of a current conversion coefficient. It is a block diagram which shows the structure of Example 4 of the braking / driving force control apparatus which concerns on this invention. It is a flowchart explaining the acceleration slip suppression control operation | movement of Example 4 before and after completion | finish of a torque correction coefficient calculation, and the calculation operation of a hydraulic-pressure conversion coefficient. FIG. 10 is a time chart showing the relationship among the total braking torque, the hydraulic braking torque, and the motor torque of a certain wheel in a vehicle when the braking performance of the hydraulic braking torque generator is degraded, and execution of acceleration slip suppression control according to the fourth embodiment. It is a figure shown about the state of time. This is a time chart showing the relationship between the total braking torque, hydraulic braking torque, and motor torque of a certain wheel in a vehicle when the braking performance of the hydraulic braking torque generator is degraded, and the vehicle body speed estimation accuracy improvement control is applied. FIG. 10 is a flowchart for explaining a vehicle speed estimation accuracy improvement control operation and a hydraulic pressure conversion coefficient calculation operation according to a fifth embodiment before and after the completion of torque correction coefficient calculation. FIG. 10 is a time chart showing the relationship among the total braking torque of a certain wheel, the hydraulic braking torque, and the motor torque in a vehicle when the braking performance of the hydraulic braking torque generator is degraded, and the vehicle speed estimation accuracy improvement of the fifth embodiment is improved. It is a figure shown about the state after control execution. 12 is a flowchart for explaining a vehicle body speed estimation accuracy improvement control operation and a hydraulic pressure conversion coefficient calculation operation according to a sixth embodiment before and after the completion of torque correction coefficient calculation. FIG. 10 is a time chart showing the relationship among a total braking torque of a certain wheel, a hydraulic braking torque, and a motor torque in a vehicle when the braking performance of the hydraulic braking torque generator is degraded, and an improvement in vehicle body speed estimation accuracy in Example 6; It is a figure shown about the state after control execution. This is a time chart showing the relationship between the total braking torque of a certain wheel, the hydraulic braking torque, and the motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, taking into account the battery charge amount. FIG. It is a flowchart explaining the setting operation | movement of the request | requirement hydraulic braking torque and request | requirement motor torque in Example 8. FIG. 27 is a time chart showing the relationship among the total braking torque, hydraulic braking torque, and motor torque of a certain wheel in the vehicle when both the hydraulic braking torque generator and the motor are normal, and based on the setting operation of FIG. Is.

Explanation of symbols

10FL, 10FR, 10RL, 10RR Wheel 21FL, 21FR, 21RL, 21RR Hydraulic braking means 22FL, 22FR, 22RL, 22RR Hydraulic piping 23 Brake actuator 24 Hydraulic braking torque control means 25 Brake pedal 31FL, 31FR, 31RL, 31RR Motor 32 Motor control Means 33 Battery 41 Brake and motor integrated ECU
41a Lock tendency detecting means 41b Unlocking tendency detecting means 41c Slip rate calculating means 41d Vehicle body speed estimating means 41e Required total braking torque setting means 41f Required hydraulic braking torque setting means 41g Required motor torque setting means 41h Actual total braking torque calculating means 41i Braking Device abnormality determination means 41j Vehicle gross weight estimation means 41k Torque correction value calculation means 41l Pattern braking execution means 41m Actual hydraulic braking torque output time calculation means 41n Deceleration slip convergence time calculation means 51FL, 51FR, 51RL, 51RR Wheel speed sensor 52 Pedal position Detection sensor 53 Steering angle sensor 54 Accelerator opening sensor 55 Car body longitudinal acceleration sensor C1 _new hydraulic conversion coefficient C2 _new current conversion coefficient Gc _real Actual vehicle longitudinal acceleration Gc _speed Body longitudinal acceleration estimated from vehicle body speed Gc _b target vehicle deceleration Gw wheel acceleration _{K n (n = FL, FR} , RL, RR) torque correction factor (torque correction value)
kp Front / rear braking force distribution ratio Mb Estimated total vehicle weight during braking Mm Estimated total vehicle weight during motor acceleration Po Hydraulic pressure Qs Slip amount r Tire radius S Slip rate SG Motor torque change amount guard value Sl Change gradient of required motor torque T1 Actual hydraulic braking Torque output time (actual machine braking torque output time)
T2 deceleration slip convergence time Ta total braking torque Ta _est estimation request total braking torque Ta _max maximum total braking torque Ta _min minimum total braking torque Ta _req request total braking torque Tc-distribution changing torque Td _slip acceleration slip generation driving torque limit value Tm motor torque Tm _b Required hydraulic braking torque update determination threshold Tm1 _b Regenerative side required hydraulic braking torque update determination threshold Tm2 _b Power running side required hydraulic braking torque update determination threshold Tm _lim Motor torque output limit value Tm1 _lim Motor regenerative torque output limit value Tm2 _lim motor power running Torque output limit value Tm _mar motor margin torque Tm1 _mar regeneration side motor margin torque Tm2 _mar power running side motor margin torque Tm _max maximum motor torque Tm1 _max maximum motor regeneration torque Tm2 _max maximum motor power running torque Tm _pro provisional request motor torque Tm _req request motor Torque Tm _{req- c} Correction Required Motor Torque Tm _req-st Required Motor Torque at the Start of Acceleration Slip Suppression Control To Hydraulic Braking Torque To _pro Provisional Required Hydraulic Brake Torque To _req Required Hydraulic Brake Torque t Elapsed Time from Start of Acceleration Slip Suppression Control V Vehicle Speed Vm Voltage θ _AC accelerator opening θ _R Road surface gradient θ _ST Steering angle

Claims (8)

Mechanical braking torque control means for individually controlling the mechanical braking torque of all the wheels, motor control means for controlling the motor torque generated on the wheels for each motor, and target control for the vehicle requested by the driver or the vehicle. Requested total braking torque setting means for calculating and setting the required total braking torque for the wheel in accordance with power, requested mechanical braking torque for the wheel as a control request value of the mechanical braking torque control means, and control of the motor control means In a braking / driving force control device comprising requested mechanical braking torque setting means and requested motor torque setting means, each of which calculates and sets a requested motor torque to a wheel as a requested value based on the requested total braking torque,
Braking device abnormality determining means is provided for determining that there is an abnormality in the mechanical braking torque generating device or the motor when the difference between the target braking force of the vehicle and the actual vehicle braking force exceeds a predetermined value, and determining the braking device abnormality When the means determines that there is an abnormality, the total braking torque of each of at least one of the wheels and the remaining wheels set so as to match the target braking force of the vehicle with the actual braking force of the vehicle. The braking / driving force control device according to claim 1, wherein the required mechanical braking torque setting means or the required motor torque setting means is configured to correct the required mechanical braking torque or the required motor torque based on a relative relationship therebetween.   The required mechanical braking torque setting means or the required motor torque setting means obtains a torque correction value for each wheel based on a relative relationship between the total braking torques of at least one of the wheels and the remaining wheels. 2. The apparatus according to claim 1, wherein the required mechanical braking torque or the required motor torque set when the braking device abnormality determining means determines that there is an abnormality is corrected by the torque correction value. Braking / driving force control device. The mechanical braking torque and the motor torque are generated only for one of the wheels so that the target braking force of the vehicle and the actual braking force of the vehicle coincide with each other, while the mechanical braking torque is applied to the remaining wheels. Providing pattern braking execution means that performs pattern braking for each wheel only,
The required mechanical braking torque setting means and the required motor torque setting means are based on the correspondence relationship of the total braking torque between the respective wheels in all pattern braking performed by the pattern braking execution means. The braking / driving force control device according to claim 1 or 2, wherein the required motor torque is corrected. A plurality of braking force distributions are changed between at least one of the wheels and the remaining wheels so that only the mechanical braking torque is generated so that the target braking force of the vehicle and the actual braking force of the vehicle coincide with each other. A pattern braking execution means for performing pattern braking is provided,
The required mechanical braking torque setting means and the required motor torque setting means are based on the correspondence relationship of the total braking torque between the respective wheels in all pattern braking performed by the pattern braking execution means. The braking / driving force control device according to claim 1 or 2, wherein the required motor torque is corrected.   In the case of pattern braking in which the braking force distribution is changed between the left and right wheels, the pattern braking execution means is configured to set a braking force distribution between the left and right wheels capable of maintaining a stable state of vehicle behavior. The braking / driving force control device according to claim 4.   In the case of pattern braking in which the braking force distribution is changed between the left and right wheels, the pattern braking execution means is configured to obtain at least one information of the lateral acceleration of the vehicle, the yaw rate of the vehicle, the steering angle of the steering wheel, or the steering angle of the steering wheel. 6. The braking / driving force control device according to claim 5, wherein the braking force distribution between the left and right wheels is set using the braking force distribution device.   The braking device abnormality determining means is a mechanical braking torque generating device when a difference between a target vehicle deceleration obtained using the required mechanical braking torque and the required motor torque and an actual vehicle deceleration exceeds a predetermined value, or The braking / driving force control device according to any one of claims 1 to 6, wherein the motor is determined to be abnormal. A lock tendency detecting means for detecting a tendency of locking the wheel and a lock tendency detecting means for detecting a tendency of unlocking the wheel are newly provided;
8. The required mechanical braking torque setting means is configured to set the required mechanical braking torque to a value between the total braking torques at the time of detecting the lock tendency and at the time of detecting the unlocking tendency. The braking / driving force control device according to any one of the above.

Images