JP2008265427A - Braking force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To apply the adequate braking force according to the requested value when shifting onto a low μ road to wheels. <P>SOLUTION: A braking force control device comprises a hydraulic braking torque control means 24 for controlling the hydraulic braking torque of wheels 10FL, 10FR, 10RL, 10RR, a motor control means 32 for controlling the motor torque of the wheels, a requested total braking torque setting means 41d for setting the requested total braking torque to the wheels, a requested hydraulic braking torque setting means 41e and a requested motor torque setting means 41f for setting the requested hydraulic braking torque and the requested motor torque, respectively, based on the requested hydraulic braking torque and the requested motor torque, and a road surface friction coefficient change detection means 41h for detecting the change of the friction coefficient of the road surface on the front wheels 10FL, 10FR of a vehicle. The requested hydraulic braking torque setting means 41e and the requested motor torque setting means 41f reduce the requested hydraulic braking torque of the rear wheels 10RL, 10RR while maintaining the requested hydraulic braking torque of the rear wheels 10RL, 10RR when detecting the reduction of the friction coefficient of the road surface. <P>COPYRIGHT: (C)2009,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.

JP-A-5-270387

  By the way, when the vehicle changes to a road surface (different μ road) having a different friction coefficient, increase / decrease control of the total braking torque is performed in accordance with the change of the friction coefficient. In other words, in the case of a transfer from a road surface with a high friction coefficient (high μ road) to a low road surface (low μ road), the total braking torque of the transferred wheel is reduced, thereby locking the wheel by an excessive total braking torque. The vehicle is controlled so that an appropriate braking force corresponding to the friction coefficient of the road surface is applied to the vehicle. On the other hand, in the case of a transfer from a low μ road to a high μ road, the total braking torque of the wheel that has been transferred is increased, thereby preventing a shortage of the total braking torque to the wheel and an appropriate response according to the friction coefficient of the road surface. The braking force is controlled to act on the vehicle.

  Here, the hydraulic braking torque generator takes time to transmit the hydraulic pressure by the length of the oil passage, and delays the actual output timing for the braking torque output request from the motor. Therefore, if the hydraulic braking torque is greatly increased or decreased in accordance with the change in the total braking torque after changing to a different μ road, the total braking torque may be overdeficient or delayed due to the response delay of the hydraulic braking torque. Will occur. Thus, for example, when transferring from a high μ road to a low μ road, there is a possibility that the actual total braking torque cannot be reduced as required. Further, when transferring from a low μ road to a high μ road, there is a possibility that the actual total braking torque cannot be increased as required.

  Therefore, the present invention provides a braking / driving force control device that can improve the disadvantages of the conventional example and can apply an appropriate braking force according to a required value to a rear wheel when moving on a different μ road. Objective.

  In order to achieve the above object, according to the present invention, the mechanical braking torque control means for controlling the mechanical braking torque generated on the wheel, the motor control means for controlling the motor torque generated on the wheel, Requested total braking torque setting means for calculating and setting the requested total braking torque for the wheel requested by the person or vehicle, requested mechanical braking torque for the wheel as a control request value of the mechanical braking torque control means, and motor control means In a braking / driving force control device comprising: a requested mechanical braking torque setting means and a requested motor torque setting means, each of which calculates and sets a requested motor torque to a wheel, which is a control requested value, based on a requested total braking torque. A road surface friction coefficient change detecting means for detecting a change in the road surface friction coefficient on the front wheel side is provided, and a required mechanical braking torque setting means and a required motor torque setting means. , Road surface friction coefficient change detecting means when detecting the decrease in the friction coefficient of the road surface, and configured to reduce the required mechanical braking torque of the rear wheel while request maintaining total braking torque of the rear wheels.

  The braking / driving force control device according to claim 1 reduces the mechanical braking torque of the rear wheel before the rear wheel actually moves to a different μ road. It can be kept small or zero. For this reason, in the braking / driving force control device according to the first aspect, when the rear wheels actually move to a different μ road, the actual total braking torque can be reduced as required (the required total braking torque). become able to.

  In order to achieve the above object, according to a second aspect of the present invention, in the braking / driving force control device according to the first aspect, the amount of reduction in the required mechanical braking torque of the rear wheel when a decrease in the road surface friction coefficient is detected is determined. The required mechanical braking torque setting means is configured so that the wheel motor torque is set within a range not exceeding the output limit of the motor.

  As a result, the braking / driving force control device according to claim 2 does not need to excessively reduce the mechanical braking torque of the rear wheels at the time of detecting the decrease in the friction coefficient of the road surface, and suppresses the response delay of the mechanical braking torque at this time. be able to.

  In order to achieve the above object, according to the invention described in claim 3, mechanical braking torque control means for controlling the mechanical braking torque generated on the wheel, and motor control means for controlling the motor torque generated on the wheel, A requested total braking torque setting means for calculating and setting a requested total braking torque for the wheel requested by the driver or the vehicle, a requested mechanical braking torque for the wheel as a control request value of the mechanical braking torque control means, and a motor 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, which is a control request value of the control means, based on a requested total braking torque; A road surface friction coefficient change detecting means for detecting a change in the road surface friction coefficient on the front wheel side of the vehicle is provided, and a required mechanical braking torque setting means and a required motor torque setting are provided. The means is configured to increase the required mechanical braking torque of the rear wheel while maintaining the required total braking torque of the rear wheel when the road surface friction coefficient change detecting means detects an increase in the friction coefficient of the road surface. .

  Since the braking / driving force control device according to claim 3 increases the mechanical braking torque of the rear wheel before the rear wheel actually moves to a different μ road, the fluctuation of the mechanical braking torque at the time of actual transfer is reduced. It can be kept small or zero. For this reason, in the braking / driving force control device according to the first aspect, when the rear wheel actually moves to a different μ road, the actual total braking torque can be increased as required (the required total braking torque). become able to.

  In order to achieve the above object, according to a fourth aspect of the present invention, in the braking / driving force control device according to the third aspect, the amount of increase in the required mechanical braking torque of the rear wheel when the increase in the road surface friction coefficient is detected. The required mechanical braking torque setting means is configured so that the wheel motor torque is set within a range not exceeding the output limit of the motor.

  Thus, the braking / driving force control device according to claim 4 does not need to excessively increase the mechanical braking torque of the rear wheel at the time of detecting the increase in the road surface friction coefficient, and suppresses the response delay of the mechanical braking torque at this time. be able to.

  According to the braking / driving force control device according to the present invention, the front wheel side detects the change of the different μ road, and the mechanical braking torque of the rear wheel is determined in advance (that is, before the rear wheel actually changes to the different μ road). By increasing or decreasing in accordance with the different μ road, an appropriate braking force according to a required value can be applied to the rear wheel at the time of actual transfer on the different μ road.

  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.

  First Embodiment A braking / driving force control device 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 (that is, brake oil as hydraulic oil) to the calipers of these hydraulic brake means 21FL, 21FR, 21RL, and 21RR, and the respective hydraulic pipes 22FL , 22FR, 22RL, 22RR, hydraulic pressure adjusting means (hereinafter referred to as "brake actuator") 23, hydraulic braking torque control means 24 for controlling the brake actuator 23, and the driver controlling the vehicle. Brake pedal 25 operated when power is generated A brake master cylinder 26 that is driven in response to depression of the brake pedal 25 by the driver, 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 hydraulic braking means 21FL, 21FR, 21RL, 21RR, respectively, and hydraulic braking torque is applied to each wheel 10FL, 10FR, 10RL, 10RR. To is generated. On the other hand, this pressure increasing / decreasing 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, A hydraulic braking torque To is generated for each wheel 10FL, 10FR, 10RL, 10RR.

  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 "). For this reason, the ABS control in the vehicle of the first embodiment is performed by using the hydraulic braking torque To of the hydraulic braking torque generator and the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR as the wheels 10FL, 10FR, which are ABS control targets. It is executed by increasing / decreasing the control every 10RL, 10RR. 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

Ta _req = To _req + Tm _req (1)

  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, wheel speed sensors 51FL, 51FR, 51RL, 51RR for each of the wheels 10FL, 10FR, 10RL, 10RR shown in FIG. 1 are provided as the wheel rotational speed detecting means, and the vehicle body speed detecting means is shown in FIG. A vehicle speed sensor 52 is provided.

  Here, in a general vehicle that performs ABS braking, the vehicle body speed is estimated based on the detection signals of the wheel speed sensors 51FL, 51FR, 51RL, and 51RR, and the ratio between the wheel speed and the vehicle body speed is estimated. Is calculated to calculate the slip ratio S of each wheel 10FL, 10FR, 10RL, 10RR. That is, in a vehicle that performs ABS braking, generally wheel speed detection means (wheel speed sensors 51FL, 51FR, 51RL, 51RR) and body speed estimation means are used to detect wheel speed and body speed. Is going. Therefore, in the first embodiment, vehicle speed estimation means (not shown) may be provided in the brake / motor integrated ECU 41 instead of the vehicle speed sensor 52. The vehicle body speed estimation means estimates the vehicle body speed by a well-known method in the technical field, and the wheel speed of the wheel having the highest wheel speed among the wheels 10FL, 10FR, 10RL, 10RR. From which the vehicle body speed is estimated.

  If the wheel speed (the value obtained by multiplying the rotational speed of the wheel by the circumference of the wheel) 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 41d 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 41e 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 41f.

First, the required total braking torque setting means 41d is roughly divided to set the required total braking torque Ta _req for each of the normal braking (ABS non-control time) and the ABS control. The required total braking torque Ta _req is calculated by a calculation method known in each technical field. For example, in the required total braking torque setting means 41d, during normal braking, each wheel 10FL is based on the amount of depression of the brake pedal 25 by the driver, the brake depression force, the vehicle body speed detected from the vehicle speed sensor 52, and the like. , 10FR, 10RL, 10RR, the required total braking torque Ta _req to be generated is calculated. Further, the required total braking torque setting means 41d sets the maximum value when the lock tendency is detected 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.

This required total braking torque setting means 41d 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 41e according to the first embodiment will be described.

The required hydraulic braking torque setting means 41e is roughly classified as setting the required hydraulic braking torque To _req for each of the normal braking (at the time of ABS non-control) and the 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 41e 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 41e 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 41e 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. 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.

To _pro = (Ta _max + Ta _min ) / 2 (2)

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 Well, apart from this, the actual total braking torque (hereinafter referred to as “actual total braking torque”) Ta _real when detecting the locking tendency and the actual total braking torque Ta _real when detecting the unlocking tendency are applied. May be. 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 hydraulic 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 _real can be obtained. Therefore, in the case of applying the latter, the brake / motor integrated ECU 41 is provided with an actual total braking torque calculating means 41g for calculating the actual total braking torque Ta _real .

For example, the actual total braking torque calculating means 41g is actually generated in each wheel 10FL, 10FR, 10RL, 10RR based on detection signals (wheel rotation speed) 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 41g is the maximum total braking torque Ta _max when the locking tendency is detected, and the minimum total braking torque Ta when 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). every time a) may be performed to the new minimum total braking torque Ta _min is calculated is. That is, the required hydraulic braking torque setting means 41e, holding the control requirement value serving requested hydraulic braking torque the To _req hydraulic braking torque control means 24 to an intermediate value of said up new minimum total braking torque Ta _min is calculated Then, when the new minimum total braking torque Ta _min is calculated, the required hydraulic braking torque To _req may be updated to a new intermediate value using Equation 2. The required hydraulic braking torque setting means 41e in such a case is the previously set required hydraulic braking torque (hereinafter referred to as “required hydraulic braking torque calculated value”) until a new minimum total braking torque Ta _min is calculated during ABS control. The To _req is set as the provisional 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 41f according to the first embodiment will be described.

The required motor torque setting means 41f is broadly classified as setting the required motor torque Tm _req for each of normal braking (at the time of no ABS control) and at the time of ABS control. , The required motor torque Tm _req is calculated by a known calculation method.

Here, in the required motor torque setting means 41f of the first embodiment, first, similarly to the above-described required hydraulic braking torque setting means 41e, a provisional value of the requested motor torque (hereinafter referred to as “temporary requested motor torque”). ) Tm _pro is calculated, and then the final required motor torque Tm _req is set. Therefore, the required motor torque setting means 41f of 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 by the following expression 3 (the above-described expression 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 ”.

Tm _pro = Ta _req -To _pro (3)

Thus, requests and requested hydraulic braking torque setting means 41e mentioned above motor torque setting means 41f is intended to derive a calculation result in accordance with changing requirements total braking torque Ta _req during ABS control, the request 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 41e and the required motor torque setting means 41f 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 41f 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 unit 41e and the required motor torque setting unit 41f 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, if the provisional required motor torque Tm _pro is greater than or equal to the motor regenerative torque output limit value Tm1 _lim or less than or equal to the motor power running torque output limit value Tm2 _lim , the required motor torque setting means 41f has its 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 . For this reason, the required hydraulic braking torque setting means 41e 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 41e determines the set required motor torque Tm _req (= Tm1 _lim or Tm2 _lim ) and the required total braking torque Ta _req by the following formula 4 (formula 1 described above). The required hydraulic braking torque To _req is calculated by substituting into the modified equation (1).

To _req = Ta _req -Tm _req (4)

  The operation of the braking / driving force control apparatus according to the first embodiment configured as described above will be described below.

  First, the control operation of the front wheels 10FL and 10FR will be described based on the flowcharts of FIGS. 3 and 4 and the time chart of FIG. The flowcharts of FIGS. 3 and 4 and the time chart of FIG. 5 show the control operation for the left or right front wheel 10FL (10FR), and the same control operation is performed for the other front wheel 10FR. (10FL) is also executed separately. Here, an example is given in which the same control operation is executed for each of the front wheels 10FL and 10FR.

Here, until the ABS control is started, as shown in FIG. 5, for example, it is generated in the front wheel 10FL (10FR) based on the depression amount and the depression force of the brake pedal 25 by the driver, the vehicle speed detected from the vehicle speed sensor 52, and the like. Each required total braking torque Ta _req is calculated. Then, the required motor torque Tm _req of the motor 31FL (31FR) is compensated so that the deficiency of the required hydraulic braking torque To _req according to the brake depression force of the driver with respect to the total braking torque Ta of the front wheel 10FL (10FR) is compensated. 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 the front wheels 10FL (10FR). Then, to secure the required hydraulic braking torque the To _req to its front wheels 10FL (10FR) to a value in the ABS control start time, request required motor torque Tm _req of total braking torque Ta _req motor was reduced according to 31FL (31FR) Set.

  Note that the control operation from before the start of the ABS control until the first unlocking tendency is detected is similarly executed for the rear wheels 10RL and 10RR described later.

  First, the brake / motor integrated ECU 41 of the first embodiment determines whether or not the front wheel 10FL (10FR) is executing the ABS control (step ST10), and repeats this determination if the ABS control is not being performed.

On the other hand, if it is determined that the ABS control is being performed, the required total braking torque setting means 41d of the brake / motor integrated ECU 41 calculates the required total braking torque Ta _req of the front wheel 10FL (10FR) (step ST15). Based on the detection result of the lock tendency detecting means 41a, it is determined whether or not the front wheel 10FL (10FR) has a lock tendency (step ST20). In this determination, the brake / motor integrated ECU 41 uses the wheel speed detected from the wheel speed sensor 51FL (51FR) of the front wheel 10FL (10FR) and the vehicle speed obtained from the vehicle speed sensor 52 or the vehicle speed estimation means. Based on this, the slip ratio calculating means 41c calculates the slip ratio S of the front wheel 10FL (10FR), and with reference to the slip ratio S, the lock tendency detecting means 41a determines whether or not the front wheel 10FL (10FR) is in a lock tendency. Let

When the brake / motor integrated ECU 41 makes a positive determination in step ST20 and detects the locking tendency of the front wheel 10FL (10FR), the actual total braking torque calculating means 41g causes the front wheel 10FL ( It calculates the maximum total braking torque Ta _max of 10FR) (step ST25). Here, the maximum total braking torque Ta _max may be obtained again, but the required total braking torque Ta _req calculated in step ST15 may be applied. In the first embodiment, the 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 thereafter has a tendency to release its front wheel 10FL (10FR) based on the detection result of the unlocking tendency detecting means 41b 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 front wheel 10FL (10FR) as described above, and the front wheel 10FL ( 10FR) has the tendency to release the lock or not, causes the lock release tendency detecting means 41b to determine.

When the brake / motor integrated ECU 41 makes a positive determination in step ST30 and detects the unlocking tendency of the front wheel 10FL (10FR), the actual total braking torque calculating means 41g detects the front wheel when the unlocking tendency is detected. A minimum total braking torque Ta _min of 10FL (10FR) is calculated (step ST35). Here, the minimum total braking torque Ta _min may be obtained again, but the required total braking torque Ta _req calculated in step ST15 may be applied. 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 calculates a motor torque output limit value Tm _lim of the motor 31FL (31FR) of the front wheel 10FL (10FR) after that or when a negative determination is made in step ST30 ( Step ST40). 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 determines whether or not the latest information regarding the minimum total braking torque Ta _min of the front wheel 10FL (10FR) exists in the main storage device or the like (in other words, the previous step ST35). whether) to determine information of the minimum total braking torque Ta _min is replaced by (step ST45).

Then, if the latest minimum total braking torque Ta _min exists, the brake / motor integrated ECU 41 determines the maximum total braking torque Ta determined by the required hydraulic braking torque setting means 41e in steps ST25 and ST35, respectively. _By substituting _max and the minimum total braking torque Ta _min into the above-described equation 2, the provisional required hydraulic braking torque To _pro for the front wheel 10FL (10FR) is calculated (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 Stored in a main storage device or the like. For this reason, until the next affirmative determination is made in step ST45, the required hydraulic braking torque already calculated value To _req of the front wheel 10FL (10FR) for which the required hydraulic braking torque setting means 41e has already been set is set to The provisional required hydraulic braking torque To _pro for the front wheels 10FL (10FR) is set (step ST55).

After the step ST50 or step ST55, the required motor torque setting means 41f of the brake / motor integrated ECU 41 determines the provisional required hydraulic braking torque To _pro obtained in the step ST50 or step ST55 and the requested total torque obtained in the step ST15. The braking torque Ta _req is substituted into Equation 3 described above, and the provisional required motor torque Tm _pro of the motor 31FL (31FR) of the front wheel 10FL (10FR) is calculated (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 front wheel 10FL (10FR) (step ST65). Hereinafter, the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req of the front wheels 10FL (10FR) 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 {that is, if the temporary required motor torque Tm _pro is within the output limit range of the motor 31FL (31FR)}, the required hydraulic braking of the brake / motor integrated ECU 41 is performed. The torque setting means 41e sets the temporary required hydraulic braking torque To _pro set in step ST50 or step ST55 as the required hydraulic braking torque To _req of the front wheels 10FL (10FR) (step ST120). Further, the required motor torque setting means 41f 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 front wheels 10FL (10FR) (step ST125). Thereby, in the front wheel 10FL (10FR), 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 above (that is, when the provisional required motor torque Tm _pro exceeds the regeneration limit of the motor 31FL (31FR)), the required motor torque setting means 41f includes the motor 31FL. The motor regeneration torque output limit value Tm1 _lim of (31FR) is set as the required motor torque Tm _req of the front wheels 10FL (10FR) (step ST130). Further, when an affirmative determination is made in step ST115 {that is, when the temporary required motor torque Tm _pro exceeds the power running limit of the motor 31FL (31FR)}, the required motor torque setting means 41f Torque output limit value Tm2 _lim is set as required motor torque Tm _req of front wheel 10FL (10FR) (step ST135).

Then, the required hydraulic braking torque setting means 41e 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, and the front wheel 10FL. The required hydraulic braking torque To _req of (10FR) is calculated (step ST140).

After the required hydraulic braking torque To _req and the required motor torque Tm _req of the front wheel 10FL (10FR) are set in this way, the brake / motor integrated ECU 41 according to the first embodiment includes the hydraulic braking torque control means 24 and the motor. The control means 32 is instructed to generate the required hydraulic braking torque To _req and the required motor torque Tm _req on the front wheels 10FL (10FR) (step ST70). That is, herein, the requested hydraulic braking torque To _req as a hydraulic braking torque To, also, the required motor torque Tm _req is output as the motor torque Tm.

Thereby, the hydraulic braking torque control means 24 causes the brake actuator 23 to adjust the hydraulic pressure of the hydraulic braking means 21FL (21FR) of the front wheel 10FL (10FR), and the hydraulic braking torque from the hydraulic braking means 21FL (21FR). Control is performed so that To becomes the required hydraulic braking torque To _req . The motor control means 32 controls the motor torque Tm from the motor 31FL (31FR) of the front wheels 10FL (10FR) to be the required motor torque Tm _req .

The brake / motor integrated ECU 41 repeats the above-described calculation processing and determination processing for the front wheels 10FL (10FR) during execution of the ABS control. As shown in FIG. 5, the brake / motor integrated ECU 41 sets the new maximum total torque 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 required hydraulic braking torque To _req is set to an intermediate value between the braking torque Ta _max and the new minimum total braking torque Ta _min . Further, the brake / motor integrated ECU 41 calculates the required hydraulic braking torque To _req (the previous maximum total braking torque) until the new maximum total braking torque Ta _max and the new minimum total braking torque Ta _min are obtained. (The intermediate value between Ta _max and the minimum 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 , the motor torque Tm is increased or decreased while maintaining the hydraulic braking torque To at a constant value (an intermediate value between the previous maximum total braking torque Ta _max and the minimum total braking torque Ta _min ). As a result, the required total braking torque Ta _req is generated. In this braking / driving force control device, when a new maximum total braking torque Ta _max and a new 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 the minimum and to update the intermediate value) between the total braking torque Ta _min.

In FIG. 5, the response delay of the actual hydraulic braking torque (hereinafter referred to as “actual hydraulic braking torque”) To _real with respect to the required hydraulic braking torque To _{req at} the time of the braking operation is not considered. This is because, during such a braking operation, a response delay occurs in the actual hydraulic braking torque To _real , but since the fluctuation of the required hydraulic braking torque To _req is small, the actual total braking torque of the front wheels 10FL and 10FR is small. This is because even if a slight deviation occurs in the size of Ta _real , the behavior of the vehicle is hardly affected.

On the other hand, when the required motor torque Tm _req reaches the motor regenerative torque output limit value Tm1 _lim or the motor power running torque output limit value Tm2 _lim as shown in FIG. While maintaining Tm _req at the motor regenerative torque output limit value Tm1 _lim or the motor power running torque output limit value Tm2 _lim , the required hydraulic braking torque To _req is increased or decreased in accordance with the required total braking torque Ta _req . For example, as a typical situation of such a braking operation, there is a state such as when the front wheel 10FL (10FR) shown in FIG. 5 changes to a road surface having a different friction coefficient (here, from a high μ road to a low μ road). Conceivable. At this time, since the fluctuation of the required hydraulic braking torque To _req is large, the output value of the actual total braking torque Ta _real becomes larger than the required total braking torque Ta _req due to a response delay of the actual hydraulic braking torque To _real with respect to the required hydraulic braking torque To _req . Sway. Since FIG. 5 shows the transfer from the high μ road to the low μ road, it is exemplified that the required total braking torque Ta _req is reduced at the time of transfer. However, in the case of the transfer from the low μ road to the high μ road. On the contrary, the required total braking torque Ta _req is increased at the time of transfer (not shown).

By the way, from the viewpoint of stabilizing the behavior of the vehicle at the time of braking, the output value of the actual total braking torque Ta _real deviates from the required value in the front wheels 10FL and 10FR when the vehicle shifts to a different μ road. It does not affect the vehicle behavior. However, when such a phenomenon occurs in the rear wheels 10RL and 10RR, the behavior of the vehicle may become unstable. That is, the behavior of the vehicle is generally easily influenced by the rear wheels 10RL and 10RR, and is guided in a stable direction by appropriately controlling the driving force and braking force of the rear wheels 10RL and 10RR.

  Therefore, in the braking / driving force control device of the first embodiment, the braking operation of the rear wheels 10RL, 10RR is changed from that of the front wheels 10FL, 10FR described above.

Here, the cause of the deviation of the output value of the actual total braking torque Ta _real with respect to the required total braking torque Ta _req is the difference in responsiveness between the hydraulic braking torque generator and the motors 31FL, 31FR, 31RL, 31RR. . In other words, in the hydraulic braking torque generator, the operating pressure (hydraulic pressure) of the brake actuator 23 is transmitted to the calipers of the hydraulic braking means 21FL, 21FR, 21RL, 21RR at least in each of the hydraulic pipes 22FL, 22FR, 22RL, 22RR. Time is required for the path length, and as a result, the output of the actual hydraulic braking torque To _real is delayed with respect to the output command timing of the required hydraulic braking torque To _req . On the other hand, since the motors 31FL, 31FR, 31RL, and 31RR can immediately output the command value (required motor torque Tm _req ), the output command timing of the requested motor torque Tm _{req and} the motor torque that is actually output. (Hereinafter, referred to as “real motor torque”.) This is because there is no time lag between the output timings of Tm _real .

  For this reason, in the first embodiment, the hydraulic braking torque To of the rear wheels 10RL and 10RR is adjusted in accordance with the change in the friction coefficient of the road surface after the rear wheels 10RL and 10RR are transferred to before different μ roads. Keep changing. In other words, in the braking / driving force control device of the first embodiment, when the rear wheels 10RL, 10RR actually transfer to different μ roads, the hydraulic braking torque To is more preferably maintained as it is so as not to increase or decrease as much as possible. The braking operation of the rear wheels 10RL and 10RR is configured so that

  Therefore, in the first embodiment, road surface friction coefficient change detecting means for detecting a change in the road surface friction coefficient on the traveling road is prepared. For example, in the first embodiment, a road surface friction coefficient measuring device 60 capable of measuring the friction coefficient of the road surface of the traveling road on the front wheels 10FL, 10FR side before the rear wheels 10RL, 10RR are transferred to different μ roads is provided in the vehicle. The brake / motor integrated ECU 41 that has been deployed and has received the measurement signal detects the change in the friction coefficient. For this reason, the brake / motor integrated ECU 41 according to the first embodiment uses the measurement signal to change the form and degree of change in the friction coefficient of the road surface (how many μ road surface has changed from what μ road surface). A road surface friction coefficient change detecting means 41h for detecting the above is prepared. That is, the road surface friction coefficient change detecting means of the first embodiment is constituted by the road surface friction coefficient change detecting means 41h and the road surface friction coefficient measuring device 60.

Here, as the road surface friction coefficient measuring device 60, for example, wheel speed sensors 51FL and 51FR of the front wheels 10FL and 10FR can be used. In this case, the measurement signals of the wheel speed sensors 51FL and 51FR are passed to the road surface friction coefficient change detecting means 41h, and the road surface friction coefficient change detecting means 41h is caused to calculate the slip ratio S of the front wheels 10FL and 10FR. Estimate the form of change and the degree of change. Further, as the road surface friction coefficient measuring device 60, an imaging device (not shown) that takes a road surface in front of the vehicle or in the vicinity of the front wheels 10FL, 10FR can be used. In this case, the road surface friction coefficient change detecting means 41h analyzes the photographed image, reads information such as the lightness and shade of the road surface, and estimates the form and degree of change of the friction coefficient. Furthermore, as the road surface friction coefficient measuring device 60, motors 31FL and 31FR of the front wheels 10FL and 10FR can be used. In this case, when the difference between the required motor torque Tm _req and the actual motor torque Tm _real with respect to the motors 31FL and 31FR is detected by the road surface friction coefficient change detecting means 41h, the mode of change of the friction coefficient based on the difference is detected. Or the degree of change may be estimated.

Further, in order to realize the braking operation of the rear wheels 10RL and 10RR here, the required hydraulic braking torque setting means 41e of the first embodiment adjusts to the friction coefficient change of the road surface detected on the front wheels 10FL and 10FR side. A change amount (hereinafter referred to as “hydraulic braking torque change amount”) A _To of the hydraulic braking torque To of the rear wheels 10RL and 10RR is obtained, and based on this change, the changed hydraulic braking torque (hereinafter referred to as “changed hydraulic braking torque”) is obtained. It is configured to obtain _Toch .

The hydraulic braking torque change amount A _To is obtained from the road surface friction coefficient change amount (μ change amount), the ground load of the front wheels 10FL and 10FR, and the tire radius of the front wheels 10FL and 10FR, using the following equation (5). This hydraulic braking torque change amount A _To is obtained as a negative value because the friction coefficient of the road surface decreases when changing from a high μ road to a low μ road, while it is obtained as a positive value when changing in the opposite direction.

A _To = (μ change amount) × (contact load) × (tire radius) (5)

  The μ change amount is obtained from the detection result of the road surface friction coefficient change detecting means 41h described above. As for the contact load and the tire radius, a known design value or the like is stored in the main storage device or the like. For example, a load meter may be provided on each of the wheels 10FL, 10FR, 10RL, and 10RR, and the actual measured value at that time may be used.

Further, the post-change hydraulic braking torque To _ch is the required hydraulic braking torque To _req immediately before the change (note that the required hydraulic braking torque To _req has not yet been determined in the braking operation illustrated below, and thus the provisional required hydraulic braking Since it is calculated as the torque To _pro , the provisional required hydraulic braking torque To _pro is used here) and the hydraulic braking torque change amount A _To is obtained using the following equation (6).

To _ch = To _pro + A _To (6)

Here, if the hydraulic braking torque To of the rear wheels 10RL and 10RR is increased or decreased before the transfer to the different μ road, the actual total braking torque Ta _real with respect to the required total braking torque Ta _req will be excessive or insufficient. For this reason, the required motor torque Tm _req needs to be set anew so that such excess and deficiency does not occur. In addition, since the fluctuation of the hydraulic braking torque To of the rear wheels 10RL and 10RR becomes large and the response delay may be widened when setting the required motor torque Tm _req in consideration of this. Do.

Specifically, the required motor torque setting means 41f is configured to output the difference between the required total braking torque Ta _req and the actual hydraulic braking torque To _{real in} the rear wheels 10RL and 10RR from the motors 31FL and 31FR. Here, the required total braking torque Ta _req and the actual hydraulic braking torque To _real are substituted into the following expression 7 to obtain the required motor torque Tm _req (note that the required motor torque Tm is still in the braking operation exemplified below). since _req is computed as the temporary demand motor torque Tm _pro not been finalized, here, the temporary demand motor torque Tm _pro is calculated.), the actual total braking for the requested total braking torque Ta _req torque Ta _real Make sure that there is no excess or deficiency or response delay.

Tm _pro = Ta _req -To _real (7)

The actual hydraulic braking torque To _real is, for example, a required value (strictly, the required hydraulic braking torque To _req , but as described above, the required hydraulic braking torque To _req is still determined in the braking operation exemplified below. not without because it is calculated as the temporary demand hydraulic braking torque the to _pro and, here, using the temporary demand hydraulic braking torque the to _pro.) determined on the basis of the response delay in the experiments and simulations for which the advance map data Just keep it.

Hereinafter, the braking operation of the rear wheels 10RL and 10RR in the braking / driving force control apparatus according to the first embodiment will be described. Here, also in the rear wheels 10RL and 10RR, the same braking operation as that of the front wheels 10FL and 10FR described above is executed until a change in the friction coefficient of the road surface is detected on the front wheels 10FL and 10FR side. Therefore, in the following, the braking operation of the rear wheels 10RL and 10RR will be described based on the flowcharts of FIGS. 3 and 6 and the time charts of FIGS. In other words, the flowcharts of FIGS. 3 and 6 and the time charts of FIGS. 7 and 8 show the control operation for the left or right rear wheel 10RL (10RR), which is the same as this. This control operation is also performed independently for the other rear wheel 10RL (10RR). In this example, the same control operation is performed on each of the rear wheels 10RL and 10RR. In this example, the detailed calculation processing operation and the determination processing operation in step ST65 in FIG. 3 (that is, the required hydraulic braking torque To _req and the required motor torque of the rear wheels 10RL and 10RR described in detail in the flowchart in FIG. 6). Since only the setting operation of Tm _req is different from that of the front wheels 10FL and 10FR, only the difference will be described in detail.

  First, the brake / motor integrated ECU 41 according to the first embodiment determines whether or not the front wheels 10FL and 10FR have transferred to different μ roads by the road surface friction coefficient change detecting means 41h, as shown in the flowchart of FIG. ST100).

If it is determined in step ST100 that there is no transfer to a different μ road, the brake / motor integrated ECU 41 proceeds to step ST110 for the rear wheel 10RL (10RR) as in the case of the front wheels 10FL and 10FR. Then, the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req of the rear wheels 10RL and 10RR is performed in the same manner as the front wheels 10FL and 10FR (steps ST110 to ST140).

On the other hand, when it is determined in step ST100 that the road is transferred to a different μ road, the required hydraulic braking torque setting unit 41e of the brake / motor integrated ECU 41 determines the road surface obtained from the detection result of the road surface friction coefficient change detection unit 41h. The amount of change in μ and the contact load and tire radius of the front wheel 10FL (10FR) read from the main storage device or the like are substituted into the above equation 5 to determine the hydraulic braking torque change amount A _To of the rear wheel 10RL (10RR) ( Step ST101). Thereafter, the required hydraulic braking torque setting means 41e substitutes the hydraulic braking torque change amount A _To and the temporary required hydraulic braking torque To _pro obtained in step ST50 or step ST55 into the above-described equation 6 to obtain the rear wheel 10RL ( 10RR) determine the post-change hydraulic braking torque the to _ch in (step ST 102), which are then set as the temporary demand hydraulic braking torque the to _pro ring 10RL (10RR) (step ST105).

In this case, the actual hydraulic braking torque To _real of the rear wheel 10RL (10RR) is read from the map data based on the provisional required hydraulic braking torque To _pro obtained in step ST50 or step ST55, and the actual hydraulic braking torque To _{The real} and the required total braking torque Ta _req obtained in step ST15 are substituted into the above equation 7, thereby obtaining and setting the provisional required motor torque Tm _pro (step ST107).

The brake / motor integrated ECU 41 of the first embodiment resets the temporary required hydraulic braking torque To _pro and the temporary required motor torque Tm _pro of the rear wheel 10RL (10RR) before changing to a different μ road in this way, It progresses to the calculation process and determination process after step ST110 (steps ST110-ST140). The calculation process and the determination process after step ST110 are executed in the same manner as in the case of the front wheels 10FL and 10FR described above.

Therefore, in the rear wheels 10RL and 10RR, as long as the provisional required motor torque Tm _pro is between the motor regenerative torque output limit value Tm1 _lim and the motor power running torque output limit value Tm2 _lim , the provisional set in the above steps ST105 and ST107. The provisional required motor torque Tm _pro that matches the required hydraulic braking torque To _pro (= changed hydraulic braking torque To _ch ) and the actual hydraulic braking torque To _real is finally set as the required hydraulic braking torque To _req and the required motor torque Tm _req. These are output and the required total braking torque Ta _req is generated.

For example, in the case of a transfer to a low μ road, as shown in FIG. 7, when the rear wheels 10RL and 10RR are actually transferred, the required total braking torque Ta _req is reduced, so that the transfer of the front wheels 10FL and 10FR is detected. When this is done, the required hydraulic braking torque To _req of the rear wheels 10RL, 10RR is decreased in accordance with the amount of change in μ. On the other hand, in the case of a transfer to a high μ road, as shown in FIG. 8, when the rear wheels 10RL and 10RR are actually transferred, the required total braking torque Ta _req is increased, so that the transfer of the front wheels 10FL and 10FR is detected. When this is done, the required hydraulic braking torque To _req of the rear wheels 10RL, 10RR is increased in accordance with the amount of change in μ. As a result, in the first embodiment, when the rear wheels 10RL, 10RR are actually transferred, the fluctuations in the required hydraulic braking torque To _req of the rear wheels 10RL, 10RR can be reduced or reduced to zero. It is possible to prevent an excess or deficiency of the actual total braking torque Ta _real immediately after the transfer to the required total braking torque Ta _req and a response delay.

Here, as long as the requested 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 maximum total braking torque Ta _max and the minimum total braking torque Ta _min are calculated next. Until required, the required hydraulic braking torque To _req when the front wheels 10FL and 10FR are transferred to different μ roads is kept constant. On the other hand, when the required motor torque Tm _req reaches the motor regenerative torque output limit value Tm1 _lim or the motor power running torque output limit value Tm2 _lim , the required motor torque Tm _req becomes the motor regenerative torque output limit value Tm1 _lim or the motor. While maintaining the power running torque output limit value Tm2 _lim , the required hydraulic braking torque To _req is varied according to the required total braking torque Ta _req .

Further, in any of the different μ roads, when the transfer of the front wheels 10FL, 10FR to the different μ road is detected, the actual hydraulic braking torque To _real (that is, the actual hydraulic braking torque To _real) is detected. considering the response delay of) rear wheels to satisfy the required total braking torque Ta _req 10RL, since required motor torque Tm _req of 10RR are output, the front wheels 10FL, rear wheels during Noriutsuri different μ path 10FR 10RL, 10RR It is possible to prevent an excess or deficiency of the actual total braking torque Ta _real with respect to the required total braking torque Ta _req and a response delay.

As described above, according to the braking / driving force control device of the first embodiment, the hydraulic braking torque To of each wheel 10FL, 10FR, 10RL, 10RR is set to a constant value (maximum total braking torque Ta _max and minimum total braking torque). ta _min of each while maintaining the intermediate value) motor 31FL, 31FR, 31RL, since increase or decrease the motor torque Tm of 31RR, the same control range the motor torque Tm in both the regeneration side power running side Can be increased or decreased. Therefore, the motor torque output limit value Tm _lim can be dealt with by equally increasing / decreasing the motor torque Tm for both of them, and the ABS control with excellent responsiveness and high accuracy can be performed. 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 change in the required total braking torque Ta _req can be reduced. The control range of the motor torque Tm 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, for the rear wheels 10RL and 10RR, when a different μ road is detected, the hydraulic braking torque To is increased or decreased according to the friction coefficient of the road surface after the transfer to the different μ road before the actual transfer. This prevents an excess or deficiency of the actual total braking torque Ta _real with respect to the required total braking torque Ta _req when actually changing, and a response delay. In other words, the braking / driving force control device of the first embodiment can control the braking force of the rear wheels 10RL and 10RR to an appropriate value (required total braking torque Ta _req ) when actually moving to a different μ road. it can. Therefore, according to this braking / driving force control device, it is possible to prevent the rear wheels 10RL and 10RR from slipping and insufficient braking force when actually moving to a different μ road, and to stabilize the behavior of the vehicle when changing to a different μ road. You can keep it. Further, for a while from when the hydraulic braking torque To of the rear wheels 10RL and 10RR increases or decreases (that is, until the response delay of the hydraulic braking torque To is eliminated), the required total braking torque is determined according to the actual hydraulic braking torque To _real. The motor torque Tm that satisfies Ta _req is output, which prevents the actual total braking torque Ta _{real from being over} and under and the response delay with respect to the required total braking torque Ta _req before transfer. It becomes possible to keep it kept in a stable state.

  Next, a second 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 apparatus according to the first embodiment described above, when the braking operation related to the different μ road transfer for the rear wheels 10RL and 10RR is performed (specifically, the rear wheel 10RL when the front wheels 10FL and 10FR are transferred to the different μ road). , When the braking operation of 10RR is executed), the required hydraulic braking torque To _req may be greatly increased or decreased at a time. In such a case, the required output (required motor torque Tm _req ) of the motors 31RL, 31RR of the rear wheels 10RL, 10RR may exceed the motor regenerative torque output limit value Tm1 _lim. It is necessary to satisfy the required total braking torque Ta _req by increasing or decreasing the hydraulic braking torque To of the rear wheels 10RL and 10RR.

Here, as described in the first embodiment, there is a response delay in the hydraulic braking torque To when it is increased or decreased. In this case, the response delay is absorbed and the required total braking torque Ta _req is set to the rear wheels 10RL and 10RR. In order to generate it appropriately, the required motor torque Tm _req must be adjusted in accordance with the actual hydraulic braking torque To _{real as} in the first embodiment. However, when the required output of the motors 31RL and 31RR of the rear wheels 10RL and 10RR has already reached the motor regenerative torque output limit value Tm1 _lim , the response delay of the hydraulic braking torque To is absorbed on the motors 31RL and 31RR side. In the above case, there is a possibility that the actual total braking torque Ta _real is excessive or insufficient and a response delay occurs.

Therefore, the braking / driving force control device of the second embodiment is the same as the braking / driving force control device of the first embodiment described above, but the fluctuations in the hydraulic braking torque To of the rear wheels 10RL and 10RR when the front wheels 10FL and 10FR are transferred to different μ roads. The maximum value of the width is defined so that the required hydraulic braking torque To _req is not increased or decreased at a time, that is, the motors 31RL and 31RR of the rear wheels 10RL and 10RR are not used exceeding the motor regenerative torque output limit value Tm1 _lim. Configure. The fluctuation range of the hydraulic braking torque To indicates a reduction range (decrease amount) of the hydraulic braking torque To if it is a transfer from a high μ road to a low μ road, and a transfer from a low μ road to a high μ road. Then, it indicates the increase width (increase amount) of the hydraulic braking torque To.

Specifically, in the second embodiment, the post-change hydraulic braking torque To _ch (hereinafter referred to as “first post-change hydraulic brake torque To _ch 1”) of the first embodiment is different from the post-change hydraulic brake torque To _ch (hereinafter referred to as “first post-change hydraulic brake torque To _ch 1”). Torque (hereinafter referred to as “second post-change hydraulic braking torque”) To _ch 2 is also obtained, and any post-change hydraulic braking torque is calculated as a required hydraulic braking torque To _{req of the} rear wheels 10RL, 10RR according to the magnitude relationship between them. Set as. In the braking operation exemplified below, the required hydraulic braking torque To _req is not yet determined and is calculated as the temporary required hydraulic braking torque To _pro . Therefore, here, the temporary required hydraulic braking torque To _pro is set. Is done.

First change after the hydraulic braking torque the To _ch 1 thereof, as well as the post-change hydraulic braking torque the To _ch of Example 1, immediately before changing requested hydraulic braking torque the To _req (provisional requested hydraulic braking torque the To _pro) a hydraulic braking It calculates | requires using following formula 8 from torque variation | _{change_quantity} ATo.

To _ch 1 = To _pro + A _To (8)

On the other hand, the second post-change hydraulic braking torque To _ch 2 is obtained from the maximum total braking torque Ta _max of the rear wheels 10RL and 10RR and the motor regenerative torque output limit value Tm1 _lim using the following equation (9). The maximum total braking torque Ta _max may be the one obtained immediately before (that is, the latest one stored in the main memory or the like), the largest one during the execution of the current ABS control, It may be an average of these.

To _ch 2 = Ta _max −Tm1 _lim (9)

In other words, the second post-change hydraulic braking torque To _ch 2 represents the hydraulic braking torque To when the maximum regenerative braking force is acting on the rear wheels 10RL and 10RR. 2 By setting the post-change hydraulic braking torque To _ch 2 as the maximum value (threshold value) of the fluctuation range of the hydraulic braking torque To of the rear wheels 10RL, 10RR, the rear wheels 10RL, 10RR when the front wheels 10FL, 10FR are transferred to different μ roads. The motors 31RL and 31RR are not used beyond the motor regenerative torque output limit value Tm1 _lim .

Hereinafter, the braking operation of the rear wheels 10RL and 10RR in the braking / driving force control device of the second embodiment will be described. In the second embodiment, detailed calculation processing operation and determination processing operation regarding the rear wheels 10RL and 10RR of step ST65 in FIG. 3 in the first embodiment described above (that is, required hydraulic pressures of the rear wheels 10RL and 10RR shown in the flowchart of FIG. 6). The braking torque To _req and the setting operation of the required motor torque Tm _req ) are changed, and the changes will be described based on the flowchart of FIG. 9 and the time chart of FIG. That is, also here, the braking operation of the rear wheels 10RL and 10RR is executed in the same manner as in the first embodiment until a change in the friction coefficient of the road surface is detected on the front wheels 10FL and 10FR side. On the other hand, after the detection of the friction coefficient change, only the braking operation in which steps ST100 to ST107 in FIG. 6 of the first embodiment are replaced with steps ST100 to ST107 in FIG. 9 is executed. For this reason, in the following, only the replacement point will be described in detail by taking as an example the case of transfer to a low μ road.

  Here, the flowchart of FIG. 9 and the time chart of FIG. 10 show the control operation for either the left or right rear wheel 10RL (10RR), and the same control operation is performed after the other. It is executed separately for the wheel 10RL (10RR). In this example, the same control operation is performed on each of the rear wheels 10RL and 10RR.

  First, as shown in the flowchart of FIG. 9, the brake / motor integrated ECU 41 of the second embodiment determines whether or not the front wheels 10FL, 10FR are transferred to a low μ road by the road surface friction coefficient change detecting means 41h (step). ST100).

If it is determined in step ST100 that there is no transfer to the low μ road, the brake / motor integrated ECU 41 proceeds to step ST110 in the same manner as in the first embodiment, and the required oil pressures of the rear wheels 10RL and 10RR are determined. The setting operation of the braking torque To _req and the required motor torque Tm _req is performed (steps ST110 to ST140).

On the other hand, when it is determined in step ST100 that the vehicle has been transferred to a low μ road, the required hydraulic braking torque setting means 41e of the brake / motor integrated ECU 41 is the same as in the first embodiment, and the rear wheel 10RL (10RR) with determination of the hydraulic braking torque change amount a _{the to} (step ST 101), then obtains the first post-change hydraulic braking torque the to _ch 1 ring 10RL (10RR) (step ST 102).

Further, the required hydraulic braking torque setting means 41e substitutes the maximum total braking torque Ta _max and the motor regenerative torque output limit value Tm1 _lim obtained in step ST25 for the rear wheel 10RL (10RR) into the above formula 9, After 2 changes, the hydraulic braking torque To _ch 2 is obtained (step ST103).

Thereafter, the required hydraulic braking torque setting means 41e determines whether or not the first changed hydraulic braking torque To _ch 1 is equal to or greater than the second changed hydraulic braking torque To _ch 2 (step ST104). That is, in this step ST104, it is determined whether or not the first post-change hydraulic braking torque To _ch 1 is within the range of the fluctuation range of the hydraulic braking torque To of the rear wheels 10RL and 10RR described above.

Then, the requested hydraulic braking torque setting means 41e, if after the first change hydraulic braking torque the To _ch 1 is sufficient that the second post-change hydraulic braking torque the To _ch 2 or more, the first post-change hydraulic braking torque the To _ch 1 is set as the provisional required hydraulic braking torque To _pro of the rear wheel 10RL (10RR) (step ST105), and if the first post-change hydraulic brake torque To _ch 1 is smaller than the second post-change hydraulic brake torque To _ch 2 Then, the second post-change hydraulic braking torque To _ch 2 is set as the provisional required hydraulic braking torque To _pro of the rear wheel 10RL (10RR) (step ST106). That is, in the second embodiment, if the first post-change hydraulic braking torque To _ch 1 is within the range of fluctuation range of the hydraulic brake torque To of the rear wheels 10RL, 10RR, the hydraulic brake torque To is changed to the first post-change hydraulic pressure. If the hydraulic brake torque To _ch 1 after the first change is controlled to be the braking torque To _ch 1, and the fluctuation range exceeds the fluctuation range, the second post-change hydraulic pressure in which the hydraulic braking torque To indicates the maximum value of the fluctuation range. Control is performed so that the braking torque To _ch 2 is obtained.

Also in the second embodiment, the provisional required motor torque Tm _pro of the rear wheel 10RL (10RR) is obtained and set from the actual hydraulic braking torque To _real and the required total braking torque Ta _req as in the first embodiment. (Step ST107).

The brake / motor integrated ECU 41 of the second embodiment resets the temporary required hydraulic braking torque To _pro and the temporary required motor torque Tm _pro of the rear wheel 10RL (10RR) before changing to the different μ road in this way, It progresses to the calculation process and determination process after step ST110 (steps ST110-ST140). The calculation process and the determination process after step ST110 are executed in the same manner as in the first embodiment.

Therefore, in the second embodiment, if the first post-change hydraulic braking torque To _ch 1 is within the range of the fluctuation range of the hydraulic braking torque To of the rear wheels 10RL, 10RR, the same required hydraulic braking torque To as in the first embodiment. _req (= hydraulic braking torque To _ch 1 after the first change) and the required motor torque Tm _req are output, and the required total braking torque Ta _req is generated. For this reason, also in the second embodiment, when the rear wheels 10RL and 10RR actually move to a low μ road, the fluctuations in the required hydraulic braking torque To _req of the rear wheels 10RL and 10RR can be reduced to zero. As a result, it is possible to prevent an excess or deficiency in the actual total braking torque Ta _real and a response delay immediately after the transfer.

On the other hand, in the second embodiment, when the first post-change hydraulic braking torque To _ch 1 exceeds the fluctuation range of the hydraulic braking torque To of the rear wheels 10RL and 10RR, the control of the hydraulic braking torque To is temporarily changed slightly. The hydraulic braking torque To after the fluctuation is kept until the maximum total braking torque Ta _max and the minimum total braking torque Ta _min are calculated. As a result, fluctuations in the hydraulic braking torque To of the rear wheels 10RL, 10RR when the front wheels 10FL, 10FR are transferred are within a range in which the motors 31RL, 31RR of the rear wheels 10RL, 10RR do not exceed the motor regenerative torque output limit value Tm1 _lim. As shown in FIG. That is, here, it is possible to suppress an excessive decrease in the actual total braking torque Ta _real of the rear wheels 10RL and 10RR during the transfer. Therefore, in the second embodiment, the response delay of the actual hydraulic braking torque To _real of the rear wheels 10RL, 10RR can be suppressed to be reduced and reliably absorbed by the motors 31RL, 31RR of the rear wheels 10RL, 10RR. Further, it is possible to avoid the excess or deficiency of the actual total braking torque Ta _real and the response delay.

Further, when the rear wheels 10RL and 10RR actually move to a low μ road, there is an increased possibility that the hydraulic braking torque To must be changed again as shown in FIG. Therefore, the fluctuation of the hydraulic braking torque To at this time can be suppressed small. Therefore, at this time, for example, the excess or deficiency of the actual total braking torque Ta _real or the occurrence of response delay can be suppressed to such an extent that the behavior change of the vehicle is not affected. Note that the motor torque Tm of the rear wheel 10RL (10RR) at this time may be output based on the actual hydraulic braking torque To _real and the required total braking torque Ta _req. It is possible to effectively avoid the excess or deficiency of the actual total braking torque Ta _real and the response delay at 10RL (10RR).

By the way, in the case of a transfer to a high μ road, the required total braking torque Ta _req is increased when the rear wheels 10RL and 10RR are actually transferred, so that a braking operation corresponding to this is performed. An excessive increase in the actual hydraulic braking torque To _real of the rear wheels 10RL and 10RR at the time of transfer of the front wheels 10FL and 10FR can be suppressed, and a response delay of the actual hydraulic braking torque To _real at the time of transfer can be suppressed low. In this case, the second post-change hydraulic braking torque To _ch 2 is calculated in place of the following equation 10 in step ST103 of FIG.

To _ch 2 = Ta _max + Tm1 _lim (10)

  As described above, according to the braking / driving force control device of the second embodiment, not only the same effects as those of the first embodiment but also the vehicle when the rear wheels 10RL and 10RR are actually transferred to different μ roads. The behavior of can be led to a stable state more appropriately.

  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 of the third embodiment, the required hydraulic braking torque setting means 41e of the brake / motor integrated ECU 41 is partially changed in any one of the braking / driving force control devices of the first and second embodiments. The rest of the configuration is configured according to each of the first and second embodiments.

Here, in the first and second embodiments described above, the latest maximum total braking torque Ta _max and minimum total braking torque Ta _min are calculated except during control related to the transfer of the rear wheels 10RL, 10RR to different μ roads. The required hydraulic braking torque To _req , which is kept constant every time, is updated. However, since the increase / decrease control of the hydraulic braking torque To is inferior to the 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, the required hydraulic braking torque To _req It is not preferable to frequently perform the update.

Therefore, in the third embodiment, a braking / driving force control device with good controllability that does not require updating of the required hydraulic braking torque To _req as much as possible is configured.

Specifically, in the third embodiment, a threshold value (hereinafter referred to as “required hydraulic braking torque update determination threshold value”) for determining whether or not to update the required hydraulic braking torque To _req is set. The required hydraulic braking torque setting means 41e is configured to compare the temporary required hydraulic braking torque To _pro with the temporary required hydraulic braking torque To _pro .

Here, as the required hydraulic braking torque update determination threshold value of the third embodiment, the motor torque output limit value Tm _lim (motor regenerative torque output limit value Tm1 _lim , motor power running torque output limit of each motor 31FL, 31FR, 31RL, 31RR The value of the motor torque Tm with a predetermined margin (motor margin torque) is used for each value Tm2 _lim ). 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, as shown in FIG. 12, a value having a predetermined allowance from the motor regenerative torque output limit value Tm1 _lim to the power running side is set to a regenerative-side required hydraulic braking torque update determination threshold (hereinafter referred to as “regenerative-side required hydraulic braking”. "Torque update determination threshold value".) Set as Tm1 _b , and a value with a predetermined margin from the motor power running torque output limit value Tm2 _lim to the regeneration side is a required hydraulic braking torque update determination threshold value (hereinafter, This is referred to as “power running side required hydraulic braking torque update determination threshold value.”) Set as Tm2 _b . 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. .

In the third embodiment, as long as the provisional 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 Keep To _req constant without being updated.

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 because, in the case of any such situation, then, when a new minimum total braking torque Ta _min is calculated, the required hydraulic braking torque previously calculated value the To _req stored in the main storage device or the like The required hydraulic braking torque setting means 41e is configured to be deleted. The required hydraulic braking torque previously calculated value the To _req here, calculated by the maximum total braking torque Ta _max and a minimum total braking torque Ta _min intermediate value with the set required hydraulic braking torque the To _req based on the equation 2 described above As described later, the motor torque output limit value Tm _lim set as the required hydraulic braking torque To _req is not included.

Hereinafter, the braking operation of the braking / driving force control device according to the third embodiment configured as described above will be described. In the third embodiment, the detailed calculation processing operation and determination processing operation (setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req ) in step ST65 of FIG. The changes will be described based on the flowchart of FIG. 11 and the time chart of FIG.

  Here, the flowchart of FIG. 11 and the time chart of FIG. 12 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR (the rear wheels 10RL, 10RR to different μ roads). A control operation similar to this is performed independently for all the wheels 10FL, 10FR, 10RL, and 10RR. Here, as an example, the same control operation is executed for each of the wheels 10FL, 10FR, 10RL, and 10RR.

  In the following description, the front wheels 10FL and 10FR will be described as examples. The braking operation related to the transfer of the rear wheels 10RL and 10RR to different μ roads is performed in the same manner as in the first and second embodiments. Before and after that, the braking operation of the third embodiment shown below is performed. Since we only need to weave it, the explanation here is omitted.

First, the brake-motor integration ECU41 in the third embodiment, by the requested hydraulic braking torque setting means 41e, calculates a required hydraulic braking torque update determination threshold Tm _b for motor 31FL (31FR) for the front wheels 10FL (10FR) ( 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 41e determines whether the temporary demand motor torque Tm _pro obtained in step ST60 in FIG. 3 is at the regeneration side requested hydraulic braking torque update determination threshold Tm1 _b greater than or equal to the calculated step ST210 Determination is made (step ST215).

If a negative determination is made in step ST215, next, the required hydraulic braking torque setting unit 41e determines that the temporary 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, whether the required hydraulic braking torque setting means 41e stores the required hydraulic braking torque already calculated value To _req of the front wheels 10FL (10FR) in the main storage device or the like. It is determined whether or not (step ST225).

If the required hydraulic braking torque already calculated value To _req does not exist, the required hydraulic braking torque setting means 41e uses the provisional required hydraulic braking torque To _pro obtained in step ST50 in FIG. 3 as the front wheel 10FL (10FR). ) Is set as the required hydraulic braking torque To _req (step ST230), and the required motor torque setting means 41f sets the provisional required motor torque Tm _pro obtained in step ST60 as the required motor torque Tm _req of the front wheels 10FL (10FR). Set (step ST235). Thereby, as shown in FIG. 12, the required hydraulic braking torque To _{req of} the front wheels 10FL (10FR) 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 41e 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 41e requests the required hydraulic braking torque already-calculated value To _req for the front wheels 10FL (10FR). The hydraulic braking torque To _req is set (step ST240). Then, the requested motor torque setting means 41f sets the requested motor torque Tm _req by substituting the requested hydraulic braking torque To _req and the requested total braking torque Ta _req obtained in step ST15 in FIG. (Step ST245). As a result, as shown in FIG. 12, even if a new minimum total braking torque Ta _min is obtained, the required hydraulic braking torque To _req is not updated from the previous time.

Tm _req = Ta _req -To _req (11)

Further, when an affirmative determination is made in step ST215, the required hydraulic braking torque setting means 41e 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 41e 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, when a negative determination is made in step ST250 or step ST255, the required hydraulic braking torque setting unit 41e 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, if an affirmative determination is made in step ST250, the required motor torque setting means 41f sets the motor regenerative torque output limit value Tm1 _lim as the required motor torque Tm _req of the front wheels 10FL (10FR) (step ST260). If an affirmative determination is made in step ST255, the required motor torque setting means 41f sets the motor power running torque output limit value Tm2 _lim as the required motor torque Tm _req of the front wheel 10FL (10FR) (step ST265). ).

Then, the required hydraulic braking torque setting unit 41e substitutes the required motor torque Tm _req set in step ST260 or step ST265 and the required total braking torque Ta _req determined in step ST15 into the above-described equation 4 to convert the front wheel 10FL ( 10FR), the required hydraulic braking torque To _req is calculated (step ST270).

After the required hydraulic braking torque To _req and the required motor torque Tm _req of the front wheel 10FL (10FR) are set in this way, the brake / motor integrated ECU 41 proceeds to step ST70 in FIG. 24 and the motor control means 32 are instructed to generate the required hydraulic braking torque To _req and the required motor torque Tm _req on the front wheels 10FL (10FR), respectively.

Also in the third embodiment, the brake / motor integrated ECU 41 repeats the arithmetic processing and the determination processing described above 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 held at a constant value as shown in FIG. 12 unless the predetermined condition as described above is satisfied.

As described above, according to the braking / driving force control device of the third embodiment, the value of the required hydraulic braking torque To _req is not frequently updated. For this reason, when the required total braking torque Ta _req is generated for each of the wheels 10FL, 10FR, 10RL, and 10RR, many scenes (except for the part related to the transfer of the rear wheels 10RL and 10RR to different μ roads). Can be handled by increasing / decreasing the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR which are excellent in output accuracy and responsiveness. Thereby, the braking / driving force control device of the third embodiment can accurately generate the total braking torque Ta of each wheel 10FL, 10FR, 10RL, 10RR according to the required total braking torque Ta _req . Furthermore, since the responsiveness at the time of occurrence can be improved, the same effects as those of the first and second embodiments can be made more useful.

In the third embodiment, it is determined whether or not the required hydraulic braking torque To _req needs to be updated 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 . However, whether the required hydraulic braking torque To _req needs to be updated is determined by, for example, determining the motor margin torque Tm _mar related to 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. You may judge using.

In this case, the motor margin torque Tm1 _mar on the regeneration side is the same value as the value obtained by subtracting the regeneration side required hydraulic braking torque update determination threshold Tm1 _b from the motor regeneration torque output limit value Tm1 _lim (Tm1 _mar = Tm1 _lim −Tm1 _b ). This because, in the determination processing in step ST215 of such a case, the deformation formula _{(Tm1 b = Tm1 lim -Tm1 mar} ) obtained by substituting _{(Tm pro ≧ Tm1 lim -Tm1 mar} ) by updating necessity judgment is made The

On the other hand, the motor margin torque Tm2 _mar on the power running side is the same value as the value obtained by subtracting the power running side required hydraulic braking torque update judgment threshold Tm2 _b from the motor power running torque output limit value Tm2 _lim (Tm2 _mar = Tm2 _lim −Tm2 _b ). . This because, in the determination processing in step ST220 of such a case, the deformation formula _{(Tm2 b = Tm2 lim -Tm2 mar} ) obtained by substituting _{(Tm pro ≦ Tm2 lim -Tm2 mar} ) by updating necessity judgment is made The

  Next, a fourth 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 fourth embodiment, the required hydraulic braking torque setting means 41e of the brake / motor integrated ECU 41 is partially changed in any one of the braking / driving force control devices of the first to third embodiments described above. The rest of the configuration is configured according to each of the first to third embodiments.

Specifically, in the fourth 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 third embodiment. In this configuration, it is not necessary to perform To _req update processing.

Therefore, the required hydraulic braking torque setting means 41e of the fourth embodiment first has a motor torque output limit value Tm _lim (motor regeneration torque output) with respect to 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 12 below is used.

Tm _mar = Tm _lim -Tm _max (12)

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, using Equations 13 and 14 below, _Next , the motor margin torque Tm _mar on the regeneration side and the power running side is obtained. “Tm1 _mar ” shown in Expression 13 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 14 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.

Tm1 _mar = Tm1 _lim -Tm1 _max (13)

Tm2 _mar = Tm2 _lim -Tm2 _max (14)

In the fourth 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 41e 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 41e determines that the required total braking torque Ta _req is equal to or higher than the “Ta _max + Tm1 _mar ” or the required total braking torque Ta _req is equal to or lower than the “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 41e 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 braking operation of the braking / driving force control device according to the fourth embodiment configured as described above will be described. In the fourth embodiment, the detailed calculation processing operation and determination processing operation (setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _req ) in step ST65 of FIG. The changes will be described based on the flowchart of FIG. 13 and the time chart of FIG.

  Here, the flowchart of FIG. 13 and the time chart of FIG. 14 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR (the rear wheels 10RL, 10RR to different μ roads). A control operation similar to this is performed independently for all the wheels 10FL, 10FR, 10RL, and 10RR. Here, as an example, the same control operation is executed for each of the wheels 10FL, 10FR, 10RL, and 10RR.

  In the following description, the front wheels 10FL and 10FR will be described as examples. The braking operation related to the transfer of the rear wheels 10RL and 10RR to different μ roads is performed in the same manner as in the first to third embodiments, and before and after that, the braking operation of the fourth embodiment described below is performed. Since we only need to weave it, the explanation here is omitted. Further, the calculation processing and determination processing from step ST225 to ST270 shown in FIG. 13 are the same as steps ST225 to ST270 in the flowchart of FIG.

Here, the required hydraulic braking torque setting means 41e of the brake / motor integrated ECU 41 according to the fourth embodiment determines 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 fourth 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 41e using the above-described equations 13 and 14. (Step ST212).

In this step ST212, the temporary required motor torque Tm _pro of the front wheel 10FL (10FR) 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 assigned to the above equations 13 and 14, respectively.

Subsequently, the required hydraulic braking torque setting means 41e 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 is determined whether or not the value is equal to or greater than the sum of Tm1 _mar (Ta _req ≧ Ta _max + Tm1 _mar ) (step ST217).

Here, if a negative determination is made, then the required total braking torque Ta _req is obtained by adding 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 the value (Ta _req ≦ Ta _min + Tm2 _mar ) (step ST222).

If a negative determination is made in step ST222, the required hydraulic braking torque setting means 41e proceeds to step ST225, and the front wheel 10FL (10FR) corresponding to the presence or absence of the required hydraulic braking torque already calculated value To _req The required hydraulic braking torque To _req and the 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 front wheels 10FL (10FR ) 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 front wheels 10FL (10FR) is set to a new intermediate value between the maximum maximum braking torque Ta _max and the minimum total braking torque Ta _min. Has been updated.

Further, the required hydraulic braking torque setting means 41e of the fourth embodiment proceeds to step ST250 when the affirmative determination is made in step ST217, and the provisional 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 front wheels 10FL (10FR) are set in accordance with the respective determination results, as in the third embodiment 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, the required hydraulic braking torque setting means 41e updates the required hydraulic braking torque To _req to a new one when an affirmative determination is made in step ST250 or step ST255.

The brake / motor integrated ECU 41 of the fourth embodiment repeats the above-described calculation process and determination process during the execution of the ABS control, and as shown in FIG. 14, 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 fourth 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 fourth embodiment, 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 1-3 mentioned above.

  Next, a fifth 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 fifth embodiment, the required hydraulic braking torque setting means 41e of the brake / motor integrated ECU 41 is partially changed in any one of the braking / driving force control devices of the first to third embodiments described above. The rest of the configuration is configured according to each of the first to third embodiments.

  In recent vehicles, the battery 33 has various uses for power, and its power consumption is steadily increasing. This is no exception in the vehicle of the fifth 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 fifth embodiment, the required hydraulic braking torque setting means 41e is configured 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. To do.

Specifically, in the required hydraulic braking torque setting means 41e of the fifth 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. A battery correction value calculation function for calculating Then, the requested hydraulic braking torque setting means 41e, using equation 15 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 .

To _pro = {(Ta _max + Ta _min ) / 2} + To _bat (15)

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 fifth embodiment configured as described above, the control is performed as follows. The fifth embodiment is the same as each of the first to fourth 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. . Here, an example based on the braking operation of the front wheel 10FL (10FR) of the first embodiment will be described.

The brake / motor integrated ECU 41 according to the fifth 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 41e obtains the provisional required hydraulic braking torque To _pro .

Then, the required hydraulic braking torque setting means 41e 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 15 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 within the reference range and cannot be charged any more, the required hydraulic braking torque setting means 41e of the fifth embodiment, as shown in the time chart of FIG. The provisional required hydraulic braking torque To _pro is determined so that the required hydraulic braking torque To _{req of} (10FR) increases 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 . Thereby, in the motor 31FL (31FR), the motor power running torque increases, and the power supply to the useless battery 33 is suppressed, so that the amount of power stored in 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 the range of the reference and the battery 33 needs to be charged, the required hydraulic braking torque setting means 41e of the fifth embodiment uses the time chart of FIG. as shown in, so the required hydraulic braking torque the to _req of the front wheels 10FL (10FR) is decreased 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 temporary demand hydraulic braking _{Find the} torque To _pro . Thereby, in the motor 31FL (31FR), 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 41e of the fifth embodiment sets the battery correction value _Tobat to “0”, As in the first to fourth embodiments, the provisional required hydraulic braking torque is set so that the required hydraulic braking torque To _req of the front wheel 10FL (10FR) is an intermediate value between the maximum total braking torque Ta _max and the minimum total braking torque Ta _{min. Find} To _pro .

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

  Here, in each of the first to fifth embodiments described above, the braking / driving force control device for the vehicle provided with the motors 31FL, 31FR, 31RL, and 31RR on the respective wheels 10FL, 10FR, 10RL, and 10RR is illustrated. The braking / driving force control devices according to the first to fifth embodiments are not necessarily limited to the vehicle of this mode. For example, these braking / driving force control devices are applied to a vehicle in which the left and right front wheels 10FL and 10FR and the left and right rear wheels 10RL and 10RR are regeneratively braked and driven by one motor each. May be.

  As described above, the braking / driving force control device according to the present invention is suitable for a technique for stabilizing the behavior when the vehicle changes to a different μ road.

It is a block diagram which shows the structure of the braking / driving force control apparatus of Examples 1-5 which concern 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 front wheels according to the first embodiment. 3 is a time chart showing the relationship among total braking torque, hydraulic braking torque, and motor torque in the front wheels of the first embodiment. FIG. 6 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque in the rear wheel of the first embodiment. FIG. FIG. 6 is a time chart showing the relationship among the total braking torque, hydraulic braking torque, and motor torque in the rear wheels of the first embodiment, and illustrates the time when there is a transfer from a high μ road to a low μ road. FIG. 6 is a time chart showing the relationship among the total braking torque, hydraulic braking torque, and motor torque in the rear wheels of the first embodiment, illustrating when there is a transfer from a low μ road to a high μ road. FIG. 10 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque in a rear wheel of Embodiment 2. FIG. It is a time chart which shows the relationship between the total braking torque in the rear wheel of Example 2, a hydraulic braking torque, and a motor torque. 10 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque according to the third embodiment. It is a time chart which shows the relationship between the total braking torque of Example 3, a hydraulic braking torque, and a motor torque. 10 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque according to the fourth embodiment. It is a time chart which shows the relationship between the total braking torque of Example 4, a hydraulic braking torque, and a motor torque. It is a time chart which shows the relationship between the total braking torque of Example 5, a hydraulic braking torque, and a motor torque.

Explanation of symbols

10FL, 10FR, 10RL, 10RR Wheels 21FL, 21FR, 21RL, 21RR Hydraulic braking means 22FL, 22FR, 22RL, 22RR Hydraulic piping 23 Brake actuator 24 Hydraulic braking torque control means (mechanical braking torque control means)
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 Required total braking torque setting means 41e Required hydraulic braking torque setting means (required mechanical braking torque setting means)
41f Required motor torque setting means 41g Actual total braking torque calculating means 41h Road surface friction coefficient change detecting means 51FL, 51FR, 51RL, 51RR Wheel speed sensor 52 Vehicle speed sensor 60 Road surface friction coefficient measuring device B1, B2, B _max Motor torque variable width A _To hydraulic braking torque change amount Ta total braking torque Ta _max maximum total braking torque Ta _min minimum total braking torque Ta _real actual total braking torque Ta _req required total braking torque Tm motor torque Tm1 _b regeneration side required hydraulic braking torque update determination threshold Tm2 _b Tm1 _lim motor regenerative torque output limit value Tm2 _lim motor power running torque output limit value Tm _real actual motor torque Tm _req required motor torque To hydraulic braking torque _Toch hydraulic braking torque _Toch 1 first 1 changes after the hydraulic braking torque the To _ch 2 2 change after hydraulic braking torque the To _real actual hydraulic braking torque the To _req requested hydraulic braking torque

Claims (4)

Mechanical braking torque control means for controlling the mechanical braking torque generated on the wheel, motor control means for controlling the motor torque generated on the wheel, and the requested total braking torque on the wheel requested by the driver or the vehicle Required braking torque setting means for calculating and setting the required mechanical braking torque to the wheel as a control request value of the mechanical braking torque control means, and required motor torque to the wheel as a control request value of the motor control means In the braking / driving force control device comprising: requested mechanical braking torque setting means and requested motor torque setting means, each of which is calculated and set based on the requested total braking torque,
A road surface friction coefficient change detecting means for detecting a change in the road surface friction coefficient on the front wheel side of the vehicle;
The required mechanical braking torque setting means and the required motor torque setting means are configured to maintain the required total braking torque of the rear wheel while the road surface friction coefficient change detecting means detects a decrease in the friction coefficient of the road surface. A braking / driving force control device configured to reduce a required mechanical braking torque.   The required mechanical braking torque setting means is configured to set a reduction amount of the required mechanical braking torque of the rear wheel when the decrease in the road surface friction coefficient is detected within a range in which the motor torque of the rear wheel does not exceed the motor output limit. The braking / driving force control device according to claim 1. Mechanical braking torque control means for controlling a mechanical braking torque generator for generating mechanical braking torque on a wheel, motor control means for controlling a motor for generating motor torque on the wheel, and requested by a driver or a vehicle A required total braking torque setting means for calculating and setting a required total braking torque for the wheel; a required mechanical braking torque for the wheel as a control required value for the mechanical braking torque control means; and a control required value for the motor control means In a braking / driving force control device comprising: requested mechanical braking torque setting means and requested motor torque setting means for calculating and setting the requested motor torque to the wheel based on the requested total braking torque,
A road surface friction coefficient change detecting means for detecting a change in the road surface friction coefficient on the front wheel side of the vehicle is provided,
The required mechanical braking torque setting means and the required motor torque setting means are configured to maintain the required total braking torque of the rear wheel while maintaining the required total braking torque of the rear wheel when the road surface friction coefficient change detecting means detects an increase in the road surface friction coefficient. A braking / driving force control device configured to increase a required mechanical braking torque.   The required mechanical braking torque setting means is configured to set the increase amount of the required mechanical braking torque of the rear wheel when the road friction coefficient increase is detected within a range where the motor torque of the rear wheel does not exceed the motor output limit. The braking / driving force control device according to claim 3, wherein

Images