JP2009033792A - Braking apparatus, and control method of braking apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking apparatus and a control method thereof, which control aggravation of pedal feeling. <P>SOLUTION: Based on the master cylinder pressure PMC applied to brake oil according to the operation of a brake pedal by an operator, and the demand braking force FDRV set at a demand braking force setting section 29d in response to the brake pedal operation by the operator, a braking apparatus 1 generates a pressure braking force from the total pressure with a pressurization pressure PSM applied to the brake oil and then generates a difference between the demand braking force and the pressure braking force as a regenerative braking force. The pressurization pressure PSM is set by being reduced from the setting of a demand regenerative braking force Rebt based on a dead band zone PUDZ dependent on a time difference until an effective regenerative braking force Debt is generated actually when a regenerative braking apparatus 3 performs regenerative braking based on the demand regenerative braking force Rebt. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a braking device and a braking device control method, and more particularly to a braking device that generates a braking force by a pressure braking force and a regenerative braking force, and a braking device control method.

  Conventionally, there is a braking device as a device for generating a braking force on a vehicle. The braking device generates a required braking force requested by the driver from the braking device by operating the brake pedal by the driver. The braking device includes a brake-by-wire system and an in-line system. In the brake-by-wire system and the in-line system, a wheel cylinder and a wheel are brought into contact with the brake rotor by applying pressure to the brake fluid, which is a working fluid, according to the operation of the brake pedal operated by the driver. There is a hydraulic brake device that generates a pressure braking force by applying a cylinder pressure and a regenerative braking device that generates a regenerative braking force by performing regenerative braking. These braking devices generate the required braking force according to the operation of the brake pedal by the driver by the pressure braking force generated by the hydraulic brake device and the regenerative braking force generated by the regenerative braking device.

  In the brake-by-wire system, for example, as shown in Patent Document 1, a displacement amount corresponding to an operation of a brake pedal operated by a driver, for example, a pedal stroke amount of the brake pedal is detected by a stroke sensor, and the detected pedal stroke is detected. By driving a pressure pump provided in the hydraulic brake device based on the amount, the wheel cylinder pressure is applied to the wheel cylinder to generate a pressure braking force. That is, in the brake-by-wire system, the brake pedal and the hydraulic brake device are basically not directly connected.

  On the other hand, in the in-line system, in accordance with the operation of the brake pedal operated by the driver, the brake oil is pressurized by the master cylinder provided in the hydraulic brake device, and the brake oil stored in the reservoir is supplied to the wheel cylinder. Thus, the master cylinder pressure that is the pressure of the master cylinder is applied to the wheel cylinder as the wheel cylinder pressure, and the master pressure braking force based on the master cylinder pressure is generated as the pressure braking force. That is, in the in-line system, the brake pedal and the hydraulic brake device are basically directly connected. In addition, when the braking force generated by the wheel cylinder pressure acting on the wheel cylinder only by the pressurization of the brake oil by the master cylinder, that is, the sum of the master pressure braking force and the regenerative braking force cannot generate the required braking force, A pressurizing pump that further pressurizes the oil and applies a pressurizing pressure to the brake oil is provided. That is, the wheel cylinder pressure acting on the wheel cylinder is the sum of the master cylinder pressure and the pressurizing pressure, and the generated pressure braking force is the sum of the master pressure braking force and the pressurizing braking force.

JP 2004-276666 A

  By the way, when the regenerative braking is performed by the regenerative braking device, when a certain amount of electric power is to be collected, the regenerative braking force generated according to the vehicle speed of the vehicle changes. FIG. 5 is a diagram illustrating characteristics of the regenerative braking device. Specifically, as shown in the figure, when a certain amount of electric power is to be collected, that is, when the regenerative amount is kept constant, the regenerative braking force generated is larger in a state where the vehicle speed is lower than in a high state. In the brake-by-wire system, for example, a pump that is driven so that the sum of the regenerative braking force and the pressure braking force becomes the required braking force when the generated regenerative braking force increases due to deceleration of the vehicle speed due to the generated braking force. Thus, the pressure braking force is decreased by the amount of increase of the regenerative braking force.

  FIG. 6 is a diagram illustrating the relationship between the pedal stroke and the amount of brake oil consumed. On the other hand, in the in-line system, the wheel cylinder pressure generated increases as the amount of brake pedal depression by the driver increases. As shown in the figure, the brake oil stored in the reservoir is increased as the pedal stroke increases. The amount of oil supplied to the wheel cylinder, that is, the consumption of brake oil increases. Here, in the in-line system, similarly to the brake-by-wire system, the pressure braking force can be decreased by the amount of increase in the regenerative braking force. However, in order to reduce the pressure braking force, it is necessary to reduce the wheel cylinder pressure. Since the master pressure braking force is constant when the amount of depression of the brake pedal by the driver is constant, the pressure pump to be driven Thus, pressurization of the brake oil by the pressurizing pump is reduced. In order to reduce the pressurization of the brake oil by the pressurizing pump, the brake oil is returned to the reservoir. At this time, there is a possibility that a feeling of return is generated in the brake pedal that is basically directly connected to the hydraulic brake device, and there is a concern that the pedal feeling may be deteriorated.

  This invention is made in view of the above, Comprising: It aims at providing the control method of a braking device and a braking device which can suppress deterioration of a pedal feeling.

  In order to solve the above-described problems and achieve the object, a brake pedal operated by a driver, and an operation pressure applying means for applying an operating pressure to the working fluid in accordance with the operation of the brake pedal by the driver A pressurizing unit that pressurizes the working fluid and applies a pressurizing pressure to the working fluid; and a pressurizing pressure that sets the pressurizing pressure based on a required braking force according to an operation of a brake pedal by the driver. Based on a setting means, a pressure braking means for generating a pressure braking force by the total pressure of the operation pressure and the pressurizing pressure, and a regenerative braking force that is a difference between the required braking force and the pressure braking force. Regenerative braking means for performing braking, and the pressurizing pressure setting means actually sets the required regenerative braking force when the regenerative braking means performs regenerative braking based on the required regenerative braking force. Effective regeneration Characterized by reducing the applied pressure to be the set on the basis of the dead zone corresponding to the time difference until the power is generated.

  Also, in the present invention, in the above braking device, the pressurizing pressure setting means maintains at least the previously set pressurizing pressure when the required braking force is in a holding state or is increasing. .

  According to the present invention, in the braking device, the dead zone region generates the current effective regenerative braking force from a possible regenerative braking force that can be generated this time by the regenerative braking unit based on the required braking force. Is a value obtained by subtracting the pre-required regenerative braking force set for the operation, and the pressurizing pressure setting means operates the pressure braking means to generate the pressurizing pressure from the required braking force based on the operating pressure. The pressure braking force, which is a value obtained by subtracting the pressure braking force, the effective regenerative braking force, and the dead zone region, is set to a value that can be generated by the pressure braking means.

  According to the present invention, in the brake device, the possible regenerative braking force is determined based on the pressure braking force based on the operation pressure braking force and the pressure set previously by the pressure setting means from the required braking force. The pressure braking force that can be generated by the means is subtracted from the value.

  According to the present invention, in the braking device control method based on a driver's braking request, a procedure for setting a required braking force according to the operation of the brake pedal by the driver, and the set required braking force. A dead zone region corresponding to a time difference between the setting of the required regenerative braking force and the actual regenerative braking force actually generated when the regenerative braking unit performs regenerative braking based on the required regenerative braking force. A procedure for setting the reduced pressurization pressure based on the pressure, a procedure for applying the set pressurization pressure to the working fluid by pressurizing means, and applying to the working fluid according to the operation of the brake pedal by the driver A procedure for generating a pressure braking force by a total pressure of the operated pressure and the pressurized pressure, and a procedure for generating a difference between the required braking force and the pressure braking force as a regenerative braking force to perform a regenerative braking Characterized in that it comprises a.

  According to the present invention, the regenerative braking means performs the regenerative braking by generating the difference between the required braking force and the pressure braking force generated by the braking means by the total pressure of the operation pressure and the pressurized pressure as the regenerative braking force. Therefore, for example, even when the regenerative braking force increases to recover a certain amount of electric power, the pressure braking force generated by the pressurized pressure without reducing the pressurized pressure applied to the working fluid by the pressurizing means. That is, the required braking force can be maintained by the pressurizing braking force. Thus, for example, in a state where the required braking force is maintained or increased, that is, when the driver maintains or further depresses the brake pedal (the pedal stroke amount is constant or increases), the application of the working fluid by the pressurizing means is performed. Since the pressure is not reduced, it is possible to suppress a feeling of return to the brake pedal, and to suppress deterioration of the pedal feeling.

  Further, the set pressure is reduced based on the dead zone region. Therefore, unnecessary pressurization of the working fluid by the pressurizing means can be suppressed. Thereby, since the increase in the pressurizing braking force can be suppressed, the decrease in the required regenerative braking force can be suppressed, and the decrease in the recovery rate when the regenerative braking means performs the regenerative braking can be suppressed.

  The braking device and the control method of the braking device according to the present invention have an effect that the deterioration of the pedal feeling can be suppressed because the required braking force is maintained by the pressure braking force generated by the pressurized pressure. In addition, there is an effect that it is possible to suppress a reduction in the recovery rate when the regenerative braking means performs regenerative braking.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the following embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or that are substantially the same. Further, in the following embodiment, a case where the braking device according to the present invention is mounted on a hybrid vehicle in which front wheels are driven by an internal combustion engine and rear wheels are driven by a motor generator will be described. It is not limited. The vehicle on which the braking device according to the present invention is mounted may be, for example, a hybrid vehicle in which wheels are driven by at least one of an internal combustion engine and a motor generator via a power transmission mechanism.

[Embodiment]
FIG. 1 is a diagram illustrating a schematic configuration example of a braking device according to an embodiment. FIG. 2 is a diagram illustrating a schematic configuration example of the hydraulic brake device. FIG. 3 is a diagram illustrating an FDRV-PMC map. As shown in FIGS. 1 and 2, the braking device 1 according to the embodiment is mounted on a hybrid vehicle (not shown), and includes a hydraulic brake device 2, a regenerative braking device 3, and a hybrid control device 4. .

  The hydraulic brake device 2 constitutes an in-line system and generates pressure braking force. As shown in FIG. 2, the hydraulic brake device 2 includes a brake pedal 21, a stroke sensor 21a, a master cylinder 22, a reservoir 22a, a brake booster 23, a negative pressure sensor 23a, a master cylinder pressure sensor 24, The brake actuator 25, wheel cylinders 26a, 26b, 26c, and 26d, brake pads 27a, 27b, 27c, and 27d, brake rotors 28a, 28b, 28c, and 28d, and a brake control device 29 are configured. Here, in the hydraulic brake device 2, brake oil, which is a working fluid, is filled in the hydraulic path from the master cylinder 22 to the wheel cylinders 26 a to 26 d via the brake actuator 25. In the hydraulic brake device 2, basically, when the driver operates the brake pedal 21, an operation pressure is applied to the brake oil by the master cylinder 22 according to the pedaling force acting on the brake pedal 21, and the operation pressure, ie, the master When the cylinder pressure PMC acts on each of the wheel cylinders 26a to 26d as the wheel cylinder pressure PWC, the master pressure braking force is generated as the pressure braking force.

  The brake pedal 21 is operated when the driver generates a braking force for a hybrid vehicle (not shown), that is, by a braking request. The stroke sensor 21a is a stroke detection means, and detects the depression amount when the brake pedal 21 is depressed by the driver, that is, the pedal stroke amount ST of the brake pedal 21. The stroke sensor 21 a is connected to the brake control device 29, and the pedal stroke amount ST of the brake pedal 21 detected by the stroke sensor 21 a is output to the brake control device 29.

  The master cylinder 22 is an operation pressure applying unit that pressurizes brake oil as a working fluid and applies a master cylinder pressure PMC as an operation pressure in accordance with an operation of the brake pedal 21 by a driver. The master cylinder 22 pressurizes brake oil by a piston (not shown) to which a pedal force acting on the brake pedal 21 is applied when the driver depresses the brake pedal 21. Note that a reservoir 22a is connected to the master cylinder 22, and brake oil in the hydraulic path is stored in the reservoir 22a.

  The brake booster 23 is a vacuum booster, and amplifies the pedal force acting on the brake pedal 21 when the driver depresses the brake pedal 21 by a negative pressure generated by an internal combustion engine (not shown). The brake booster 23 is connected to an intake path of an internal combustion engine (not shown) via a negative pressure pipe 23b and a check valve 23c. The brake booster 23 amplifies the pedaling force by a force acting on a diaphragm (not shown) due to a differential pressure between a negative pressure generated in the intake path of the internal combustion engine and a pressure due to outside air. Therefore, in the embodiment, the brake oil is pressurized by the master cylinder 22 according to the pedaling force acting on the brake pedal 21 amplified by the brake booster 23, and the operation pressure is applied to the brake oil. That is, the brake booster 23 constitutes a part of the operation pressure applying means. Therefore, the operating pressure is in accordance with the driver's pedaling force and the negative pressure of the internal combustion engine. Here, the negative pressure sensor 23a is provided in the middle of the negative pressure pipe 23b. That is, the negative pressure sensor 23a detects the pressure in the negative pressure pipe 23b as the negative pressure PV. The negative pressure sensor 23 a is connected to the brake control device 29, and the negative pressure PV detected by the negative pressure sensor 23 a is output to the brake control device 29.

  The master cylinder pressure sensor 24 is an operation pressure detection unit and detects an operation pressure. In the embodiment, the master cylinder pressure sensor 24 is provided in the middle of a hydraulic pipe L10 that connects the master cylinder 22 and a first master cut solenoid valve 25a (described later) of the brake actuator 25. That is, the master cylinder pressure sensor 24 detects the pressure of the brake oil in the hydraulic pipe L10 as the operation pressure, that is, the master cylinder pressure PMC. The master cylinder pressure sensor 24 is connected to the brake control device 29, and the master cylinder pressure PMC detected by the master cylinder pressure sensor 24 is output to the brake control device 29.

  The brake actuator 25 controls the wheel cylinder pressure PWC acting on each wheel cylinder 26a to 26d according to the master cylinder pressure PMC applied to the brake oil by the master cylinder 22, or the master cylinder 22 applies the master cylinder pressure PMC to the brake oil. The wheel cylinder pressure PWC is applied to each of the wheel cylinders 26a to 26d regardless of whether or not is provided. The brake actuator 25 includes master cut solenoid valves 25a, 25b, holding solenoid valves 25c, 25d, 25e, 25f, pressure reducing solenoid valves 25g, 25h, 25i, 25j, reservoirs 25k, 25l, and pressure pumps 25m, 25n. And check valves 25o, 25p, 25q, and 25r, a driving motor 25s, and hydraulic pipes L10 to L17 and L20 to L27.

  Each master cut solenoid valve 25a, 25b is a pressure adjusting means that constitutes a pressurizing means, and adjusts the pressurizing pressure PSM. The master cut solenoid valve 25a is connected to the hydraulic pipe L10 and the hydraulic pipe L11, and communication between the hydraulic pipe L10 and the hydraulic pipe L11, release of communication, and upstream and downstream of the master cut solenoid valve 25a at the time of communication. Regulates the differential pressure with the side. That is, the master cut solenoid valve 25a adjusts the pressure difference between the pressure of the working fluid pressurized by the pressurizing pump 25m and the master cylinder pressure PMC as the pressurizing pressure PSM. Further, the master cut solenoid valve 25b is connected to the hydraulic pipe L20 and the hydraulic pipe L21. The upstream side of the master cut solenoid valve 25b is connected to the hydraulic pipe L20 and the hydraulic pipe L21, and the communication is released or released. And adjust the pressure difference between the downstream side and the downstream side. That is, the master cut solenoid valve 25b adjusts the pressure difference between the brake oil pressure pressurized by the pressure pump 25n and the master cylinder pressure PMC as the pressure increase pressure Pp. The master cut solenoid valves 25 a and 25 b are linear solenoid valves and are connected to the brake control device 29. Accordingly, each master cut solenoid valve 25a, 25b is controlled based on the command current value from the brake control device 29, and the opening control for controlling the opening is performed. That is, the master cut solenoid valves 25a and 25b regulate the pressurizing pressure PSM according to the current value. Each of the master cut solenoid valves 25a and 25b is not supplied with current, that is, fully opened when not energized.

  The holding solenoid valve 25c is connected to a hydraulic pipe L11 connected to the master cylinder 22 and a hydraulic pipe L12 connected to the wheel cylinder 26a, and performs communication between the hydraulic pipe L11 and the hydraulic pipe L12 and release of the communication. . That is, the holding solenoid valve 25c performs connection / release of the master cylinder 22 and the wheel cylinder 26a. The holding solenoid valve 25d is connected to a hydraulic pipe L11 connected to the master cylinder 22 and a hydraulic pipe L13 connected to the wheel cylinder 26b. The holding solenoid valve 25d communicates and releases the communication between the hydraulic pipe L11 and the hydraulic pipe L13. It is. In other words, the holding solenoid valve 25d is for connecting and releasing the connection between the master cylinder 22 and the wheel cylinder 26b. The holding solenoid valve 25e is connected to a hydraulic pipe L21 connected to the master cylinder 22 and a hydraulic pipe L22 connected to the wheel cylinder 26c, and communicates between the hydraulic pipe L21 and the hydraulic pipe L22 and releases the communication. It is. That is, the holding solenoid valve 25e is for connecting and releasing the connection between the master cylinder 22 and the wheel cylinder 26c. The holding solenoid valve 25f is connected to a hydraulic pipe L21 connected to the master cylinder 22 and a hydraulic pipe L23 connected to the wheel cylinder 26d. The holding solenoid valve 25f communicates and releases the communication between the hydraulic pipe L21 and the hydraulic pipe L23. It is. That is, the holding solenoid valve 25f is for connecting and releasing the connection between the master cylinder 22 and the wheel cylinder 26d. Each holding solenoid valve 25 c to 25 f is a normally open solenoid valve and is connected to the brake control device 29. Accordingly, the holding solenoid valves 25c to 25f are controlled to be opened and closed by being controlled ON / OFF by the brake control device 29, respectively. The holding solenoid valves 25c to 25f are energized when turned on by the brake control device 29, and are fully closed when energized. On the other hand, when it is turned off by the brake control device 29, it is in a non-energized state and is fully opened when it is not energized. The holding solenoid valves 25c to 25f receive the brake oil when the total pressure acting on the wheel cylinders 26a to 26d when energized, that is, the wheel cylinder pressure is higher than the pressure of the brake oil in the hydraulic pipes L11 and L21. There are provided check valves 25o to 25r that return to the upstream side of the holding solenoid valves 25c to 25f (the hydraulic pipes L11 and L21), respectively.

  The pressure reducing solenoid valve 25g is connected to a hydraulic pipe L12 connected to the wheel cylinder 26a and a hydraulic pipe L14 connected to the reservoir 25k, and performs communication between the hydraulic pipe L12 and the hydraulic pipe L14 and release of the communication. That is, the depressurizing solenoid valve 25g performs connection / disconnection between the wheel cylinder 26a and the reservoir 25k. The pressure reducing solenoid valve 25h is connected to a hydraulic pipe L13 connected to the wheel cylinder 26b and a hydraulic pipe L14 connected to the reservoir 25k, and communicates between the hydraulic pipe L13 and the hydraulic pipe L14 and releases the communication. is there. In other words, the pressure reducing solenoid valve 25h is used to connect / disconnect the wheel cylinder 26b and the reservoir 25k. The pressure reducing solenoid valve 25i is connected to a hydraulic pipe L22 connected to the wheel cylinder 26c and a hydraulic pipe L24 connected to the reservoir 25l. The pressure reducing solenoid valve 25i performs communication between the hydraulic pipe L22 and the hydraulic pipe L24 and releases the communication. is there. In other words, the pressure reducing solenoid valve 25i is for connecting and releasing the connection between the wheel cylinder 26c and the reservoir 25l. The pressure reducing solenoid valve 25j is connected to a hydraulic pipe L23 connected to the wheel cylinder 26d and a hydraulic pipe L24 connected to the reservoir 25l. The pressure reducing solenoid valve 25j performs communication between the hydraulic pipe L23 and the hydraulic pipe L24 and releases the communication. is there. In other words, the pressure reducing solenoid valve 25j is for connecting and releasing the connection between the wheel cylinder 26d and the reservoir 25l. Each decompression solenoid valve 25 g to 25 j is a normally closed solenoid valve, and is connected to the brake control device 29. Accordingly, each of the pressure reducing solenoid valves 25g to 25j is controlled to be opened and closed by ON / OFF control by the brake control device 29. Each of the pressure-reducing solenoid valves 25g to 25j is energized when turned on by the brake control device 29, and fully opened when energized. On the other hand, when it is turned off by the brake control device 29, it is in a non-energized state and is fully closed when it is not energized.

  The reservoir 25k is connected to a hydraulic pipe L15 connected to the hydraulic pipe L14 and the pressurizing pump 25m, and a hydraulic pipe L17 communicating to the hydraulic pipe L10 via a check valve 25q. Accordingly, the brake oil from the pressure reducing solenoid valves 25g and 25h or the brake oil upstream of the hydraulic pipe L10, that is, the master cut solenoid valve 25a, can be introduced into the reservoir 25k. The reservoir 25l is connected to a hydraulic pipe L25 connected to the hydraulic pipe L24 and the pressurizing pump 25n, and a hydraulic pipe L27 communicating to the hydraulic pipe L20 via a check valve 25r. Therefore, the brake oil from the pressure-reducing solenoid valves 25i and 25j or the brake oil upstream of the hydraulic pipe L20, that is, the master cut solenoid valve 25b, can be introduced into the reservoir 25l.

  Each pressurizing pump 25m, 25n constitutes a pressurizing means, and pressurizes brake oil. The pressure pump 25m is connected to a hydraulic pipe L15 connected to the reservoir 25k and a hydraulic pipe L16 communicating to the hydraulic pipe L11 via a check valve 25o. Therefore, the pressurizing pump 25m sucks the brake oil upstream of the master cut solenoid valve 25a through the reservoir 25k, pressurizes it, and discharges it to the hydraulic pipe L11, that is, downstream of the master cut solenoid valve 25a. . The pressurizing pump 25n is connected to a hydraulic pipe L25 connected to the reservoir 25l and a hydraulic pipe L26 communicating to the hydraulic pipe L21 via a check valve 25p. Accordingly, the pressurizing pump 25n sucks the brake oil upstream of the master cut solenoid valve 25b through the reservoir 25l, pressurizes it, and discharges it to the hydraulic pipe L21, that is, downstream of the master cut solenoid valve 25b. . Here, each pressure pump 25m, 25n is driven by a driving motor 25s. The drive motor 25 s is connected to the brake control device 29. Accordingly, the pressure pumps 25m and 25n are driven and controlled by the drive control of the driving motor 25s by the brake control device 29. As described above, the pressurizing means pressurizes the brake oil by the pressurizing pumps 25m and 25n, and calculates the differential pressure between the pressure of the pressurized brake oil and the master cylinder pressure PMC to each of the master cut solenoid valves 25a and 25b. The pressure pressure PSM is applied to the brake oil by adjusting the pressure of each.

  Here, the operation of the brake actuator 25 will be described. When the brake actuator 25 is in the pressure increasing mode, the master cut solenoid valves 25a and 25b are not energized, the holding solenoid valves 25c to 25f are not energized, the pressure reducing solenoid valves 25g to 25j are not energized, the pressure pumps 25m, The brake control device 29 controls the brake actuator 25 so that 25n is not driven. In the pressure increasing mode, the master cylinder 22 and the wheel cylinders 26a to 26d are connected to the hydraulic pipes L10 and L20, the master cut solenoid valves 25a and 25b, the hydraulic pipes L11 and L21, the holding solenoid valves 25c to 25f, and the hydraulic pipe L12. , L22. Accordingly, the master cylinder pressure PMC, which is the operation pressure applied to the brake oil by the master cylinder 22, directly acts on the wheel cylinders 26a to 26d as the wheel cylinder pressure PWC. Thereby, the wheel cylinder pressure PWC acting on each wheel cylinder 26a-26d according to the master cylinder pressure PMC can be controlled. Note that when the master cylinder pressure PMC applied to the brake oil by the master cylinder 22 decreases, the wheel cylinder pressure PWC also decreases. At this time, the brake oil in the wheel cylinders 26a to 26d passes through the hydraulic pipes L12 and L22, the holding solenoid valves 25c to 25f, the hydraulic pipes L11 and L21, the master cut solenoid valves 25a and 25b, and the hydraulic pipes L10 and L20. To the master cylinder 22 and stored in the reservoir 22a.

  When the brake actuator 25 is in the holding mode, the master cut solenoid valves 25a and 25b are not energized, the holding solenoid valves 25c to 25f are energized, the pressure reducing solenoid valves 25g to 25j are not energized, and the pressurizing pumps 25m and 25n. Is not driven, the brake control device 29 controls the brake actuator 25. In the holding mode, since brake oil is held between the holding solenoid valves 25c to 25f and the wheel cylinders 26a to 26d, the wheel cylinder pressure PWC acting on the wheel cylinders 26a to 26d can be kept constant. Further, when the brake actuator 25 is in the pressure reducing mode, the master cut solenoid valves 25a and 25b are de-energized, the holding solenoid valves 25c to 25f are energized, the pressure reducing solenoid valves 25g to 25j are energized, and the pressure pumps 25m and 25n are The brake control device 29 controls the brake actuator 25 so that it is not driven. In the pressure reducing mode, the brake oil held between the holding solenoid valves 25c to 25f and the wheel cylinders 26a to 26d is stored in the reservoirs 25k and 25l via the hydraulic pipes L14 and L24 and the hydraulic pipes L15 and L25. Therefore, the wheel cylinder pressure PWC acting on the wheel cylinders 26a to 26d can be reduced. Thereby, the brake actuator 25 can perform anti-lock brake control that suppresses any of the front and rear wheels (not shown) from locking and slipping against the road surface.

  When the brake actuator 25 is in the pressure increasing mode, the pressurizing means can apply the pressurizing pressure PSM to the brake oil. For example, the opening degree of the master cut solenoid valves 25a and 25b is controlled based on the command current value I from the brake control device 29, and the opening degree becomes smaller than when fully opened, and the driving motors that drive the pressurizing pumps 25m and 25n. When 25s is driven and controlled based on the drive command value from the brake control device 29, the brake oil is introduced into the reservoirs 25k and 25l from the upstream side of the master cut solenoid valves 25a and 25b, that is, from the hydraulic pipes L10 and L20. The The brake oil introduced into the reservoirs 25k and 25l is pressurized by the pressurizing pumps 25m and 25n, and the wheel cylinders 26a are connected via the hydraulic pipes L11 and L21, the holding solenoid valves 25c to 25f, and the hydraulic pipes L12 and L22. To ~ 26d. Here, each master cut solenoid valve 25a, 25b is a brake oil downstream of each master cut solenoid valve 25a, 25b, that is, a wheel cylinder pressure PWC acting on each wheel cylinder 26a-26d, and each master cut solenoid valve 25a. , 25b upstream of the brake oil, that is, the master cylinder pressure PMC generated by the master cylinder 22 and the differential pressure are regulated as the pressurized pressure PSM, so that the wheel cylinder pressure PWC is the master cylinder pressure PMC and the pressurized pressure PSM. And the total pressure. That is, the total pressure acts on the wheel cylinders 26a to 26d as the wheel cylinder pressure PWC.

  The pressurizing means can pressurize the brake oil by the brake control device 29 even when the driver does not operate the brake pedal 21. At this time, if the brake actuator 25 is controlled by the brake control device 29 so as to be in the holding mode and the pressure reduction mode described above, the wheel cylinder pressure PWC acting on the wheel cylinders 26a to 26d can be adjusted. As a result, the brake actuator 25 is capable of controlling the traction control that prevents the front and rear wheels (not shown) from slipping on the road surface when the driving force is transmitted to the road surface, and the hybrid vehicle (not shown) is turning. Further, posture stabilization control (VSC) or the like for suppressing any of the front and rear wheels (not shown) from skidding can be performed.

  The wheel cylinders 26a to 26d, the brake pads 27a to 27d, and the brake rotors 28a to 28d are pressure braking means, and the wheel cylinder pressure PWC that is the pressure of the brake oil filled in the wheel cylinders 26a to 26d, that is, A total braking pressure of the master cylinder pressure PMC and the pressurizing pressure PSM acts to generate a pressure braking force. A hybrid vehicle (not shown) has a wheel cylinder 26a, a brake pad 27a, and a brake rotor 28a on the right front wheel, a wheel cylinder 26b, a brake pad 27b, and a brake rotor 28b on the left rear wheel, and a wheel cylinder 26c on the right rear wheel. A brake pad 27c and a brake rotor 28c are provided, and a wheel cylinder 26d, a brake pad 27d, and a brake rotor 28d are provided on the left front wheel. That is, the piping of the hydraulic brake device 2 is arranged as a cross piping with respect to each wheel. Each wheel cylinder 26a-26d is made to contact each brake pad 27a-27d with each brake rotor 28a-28d facing each brake pad 27a-27d which respectively rotates integrally with each wheel, when wheel cylinder pressure acts. The pressure braking force is generated by the frictional force generated between each brake pad 27a to 27d and each brake rotor 28a to 28d. The brake pads 27a and 27d and the brake rotors 28a and 28d provided on the left and right front wheels are respectively connected to the brake pads 27b and 27b provided on the left and right rear wheels when the same wheel cylinder pressure PWC is applied to the wheel cylinders 26a to 26d. The frictional force is set to be larger than the frictional force generated between 27c and the brake rotors 28b and 28c.

  The brake control device 29 controls the braking device 1 to generate a braking force based on the driver's braking request. The brake control device 29 particularly controls the hydraulic brake device 2. As shown in FIG. 1, the brake control device 29 receives various input signals from the brake device 1 and sensors provided in a hybrid vehicle (not shown). As the input signal, in the embodiment, for example, the effective regenerative braking force Debt by the regenerative braking device 3, the pedal stroke amount ST detected by the stroke sensor 21a, the negative pressure PV detected by the negative pressure sensor 23a, the master cylinder pressure There is a master cylinder pressure PMC detected by the sensor 24.

  The brake control device 29 outputs various output signals based on these input signals and various maps stored in advance in the storage unit 29c. As an output signal, in the embodiment, for example, a signal based on a required regenerative braking force Rebt for causing the regenerative braking device 3 to perform regenerative braking, opening control of each master cut solenoid valve 25a, 25b, each holding solenoid Signals for performing ON / OFF control of the valves 25c to 25f, ON / OFF control of the decompression solenoid valves 25g to 25j, drive control of the drive motor 25s that drives the pressurization pumps 25m and 25n, and the like.

  The brake control device 29 includes an input / output unit (I / O) 29a that inputs and outputs the input signal and output signal, a processing unit 29b, and a storage unit 29c. The processing unit 29b includes a memory and a CPU (Central Processing Unit). The processing unit 29b includes at least a required braking force setting unit 29d, a pressurized braking force setting unit 29e, a required regenerative braking force setting unit 29f, a pressurized pressure setting unit 29g, a valve opening degree control unit 29h, and a pump drive control. Part 29i. The processing unit 29b may implement a control method for the braking device 1, particularly a control method for the braking device 1, by loading a program based on the control method for the braking device 1 into a memory and executing the program. .

  The storage unit 29c is a storage unit and stores various maps such as an FDRV-PMC map in advance. The storage unit 29c is a non-volatile memory such as a flash memory, a memory that can only be read such as a ROM (Read Only Memory), a memory that can be read and written such as a RAM (Random Access Memory), or these. It can comprise by the combination of these.

  As shown in FIG. 3, the FDRV-PMC map is based on the required braking force FDRV and the master cylinder pressure PMC, and shows a correspondence relationship between the required braking force FDRV and the master cylinder pressure PMC. The FDRV-PMC map is set such that the required braking force FDRV is set to increase with an increase in the master cylinder pressure PMC. In the embodiment, the required braking force FDRV is set based on the FDRV-PMC map and the detected master cylinder pressure PMC, but the present invention is not limited to this. For example, the FDRV-PMC-PV map based on the required braking force FDRV, the master cylinder pressure PMC, and the negative pressure PV, the detected master cylinder pressure PMC, and the negative pressure PV detected by the negative pressure sensor 23a are set. May be. The FDRV-PMC-PV map is set such that the required braking force FDRV is set to increase at the same master cylinder pressure PMC as the negative pressure PV decreases.

  The required braking force setting unit 29d of the processing unit 29b is a required braking force setting unit, and sets the required braking force FDRV based on the driver's braking request. The required braking force setting unit 29d basically sets the required braking force FDRV based on the master cylinder pressure PMC detected by the master cylinder pressure sensor 24 and the FDRV-PMC map.

  The pressurized braking force setting unit 29e of the processing unit 29b is a pressurized braking force setting unit, and sets the pressurized braking force FPSM based on the required braking force FDRV set by the requested braking force setting unit 29d. In the embodiment, the pressurized braking force setting unit 29e is set based on the master cylinder pressure PMC detected by the master cylinder pressure sensor 24 from the requested braking force FDRV (N) set this time by the requested braking force setting unit 29d. Operating pressure braking force generated by the hydraulic brake device 2 to be generated, that is, the master pressure braking force FPMC (N), the current effective regenerative braking force Debt (N), and the dead band region set this time by the pressurizing braking force setting unit 29e A value obtained by subtracting PUDZ (N) is set as the current pressurizing braking force FPSM (N) (FPSM (N) = FPDRV (N) −FPMC (N) −Debt (N) −PUDZ (N) ).

  Here, the dead zone region PUDZ is the effective regenerative power when the regenerative braking device 3 performs regenerative braking based on the required regenerative braking force Rebt from the setting of the required regenerative braking force Rebt by the required regenerative braking force setting unit 29f. This corresponds to the time difference until the braking force Debt is generated. As a result of the regenerative braking performed by the regenerative braking device 3 based on the required regenerative braking force Rebt set by the required regenerative braking force setting unit 29f, until the effective regenerative braking force Debt is actually generated by the regenerative braking device 3, There is a time difference. When the time difference is L and the control cycle of the braking device 1 according to the embodiment is M, the required regenerative braking force Rebt (N−) set by the required regenerative braking force setting unit 29f before K (= L / M) times. The effective regenerative braking force Debt generated by the regenerative braking device 3 performing regenerative braking based on K) becomes the current effective regenerative braking force Debt (N) currently generated by the regenerative braking device 3. In the embodiment, the pressurization braking force setting unit 29e determines the current effective regeneration from the possible regenerative braking force FNORES (N) that can be generated this time by the regenerative braking device 3 based on the current required braking force FDRV (N). A value obtained by subtracting the pre-required regenerative braking force Rebt (N−K) set to generate the braking force Debt (N) is set as the current dead zone PUDZ (N) (PUDZ (N) = FNOREST (N) ) -Rebt (NK)). That is, the dead zone PUDZ is set based on the time difference (K times in the control cycle) until the effective regenerative braking force is actually generated when the regenerative braking device 3 performs regenerative braking based on the required regenerative braking force. The The pressurizing braking force setting unit 29e sets the previous master pressure braking force FPMC (N) and the pressurizing braking force setting unit 29e from the required braking force FDRV (N) currently set by the requested braking force setting unit 29d. The value obtained by subtracting the applied pressure braking force FPSM (N-1) is set as the possible regenerative braking force FNORES (N) that can be generated this time by the regenerative braking device 3 (FNORES (N) = FDRV (N) -FPMC (N) -FPSM (N-1) The pressurizing braking force setting unit 29e sets the dead zone PUDZ (N) to 0 when regenerative braking cannot be performed by the regenerative braking device 3.

  The required regenerative braking force setting unit 29f of the processing unit 29b is a required regenerative braking force setting unit that sets a required regenerative braking force Rebt to be generated by causing the regenerative braking device 3 to perform regenerative braking. . The requested regenerative braking force setting unit 29f includes the requested braking force FDRV (N) set by the requested braking force setting unit 29d and the pressure braking force, that is, the current master pressure braking force FPMC (N) and the pressurized braking force setting unit. The difference from the total braking force with the pressurized braking force FPSM (N) set this time by 29e is set as the current required regenerative braking force Rebt (N) (Rebt (N) = FDRV (N) −FPMC (N) -FPSM (N)).

  The pressurization pressure setting unit 29g of the processing unit 29b is a pressurization pressure setting unit, and sets the pressurization pressure PSM based on the pressurization braking force FPSM set by the pressurization braking force setting unit 29e. That is, the pressurizing pressure setting unit 29g sets the pressurizing pressure PSM based on the required braking force FDRV according to the operation of the brake pedal 21 by the driver. The pressurization pressure setting unit 29g sets the value that can be generated by the hydraulic brake device 2 as the pressurization braking force FPSM (N) set by the pressurization braking force setting unit 29e this time as the pressurization pressure PSM (N). Set.

  The valve opening degree control unit 29h of the processing unit 29b controls the opening degree of each master cut solenoid valve 25a, 25b. The valve opening degree control unit 29h sets a command current value I based on the pressurization pressure PSM set by the pressurization pressure setting unit 29g, and each master cut solenoid valve 25a based on the set command current value I. , 25b is controlled.

  The pump drive control unit 29i of the processing unit 29b drives the pressurizing pumps 25m and 25n by driving and controlling the drive motor 25s. In other words, the pressurizing means sets the pressurizing braking force FPSM based on the required braking force FDRV according to the operation of the brake pedal 21 by the driver, and sets the pressurizing pressure PSM set based on the set pressurizing braking force FPSM. The brake oil is pressurized on the basis of the pressure, and the pressurized pressure PSM set for the brake oil is applied.

  The regenerative braking device 3 constitutes an in-line system and is a regenerative braking means. The regenerative braking device 3 generates regenerative braking force and performs regenerative braking. The regenerative braking device 3 generates a regenerative braking force based on the required regenerative braking force Rebt set by the required regenerative braking force setting unit 29f. That is, the regenerative braking device 3 generates the difference between the required braking force FDRV and the pressure braking force, that is, the total braking force of the master pressure braking force FPMC and the pressurized braking force FPSM as the regenerative braking force. The regenerative braking device 3 includes a motor generator 31, an inverter 32, a battery 33, a motor generator control device 34, and a battery control device 35.

  The motor generator 31 functions as a generator and also functions as a motor, and is, for example, a synchronous generator motor. The motor generator 31 is connected to an axle and applies a rotational force to a wheel attached to the axle via the axle when functioning as a motor, and the axle based on the rotational force of the wheel when functioning as a generator. Regenerative braking force is generated. The motor generator 31 is connected to the battery 33 via the inverter 32. The motor generator 31 is supplied with electric power from the battery 33 and can function as a motor by being rotationally driven, and can also function as a generator by performing regenerative braking and storing the generated electric power in the battery 33. . The motor generator 31 is connected to a motor generator control device 34. Here, the motor generator control device 34 performs drive control for causing the motor generator 31 to function as a motor or regenerative braking control for causing the motor generator 31 to function as a generator via the inverter 32. The motor generator control device 34 is connected to the hybrid control device 4, and performs switching control of the inverter 32 in response to a drive control from the hybrid control device 4 or a regenerative braking control instruction based on the required regenerative braking force Rebt. Do. It should be noted that the number of rotations of the motor generator 31, the phase current value to the motor generator 31, and the like are input to the hybrid control device 4 via the motor generator control device 34.

  The battery 33 is connected to the battery control device 35 and is managed by the battery control device 35. The battery control device 35 calculates the remaining capacity SOC, input / output restrictions, and the like based on charge / discharge current, battery temperature, and the like. The battery control device 35 is connected to the hybrid control device 4, and the remaining capacity SOC or the like is output to the hybrid control device 4.

  The hybrid control device 4 comprehensively controls the operation of a hybrid vehicle (not shown). The hybrid control device 4 controls the brake control device 29, the motor generator control device 34, the engine control device that controls the operation of an internal combustion engine (not shown), the battery control device 35, and the transmission that transmits the driving force of the internal combustion engine to the wheels. It is connected to a transmission control device (not shown). The hybrid control device 4 includes sensors provided on the hybrid vehicle such as ON / OFF of an ignition switch (not shown), shift position of a shift lever (not shown), accelerator opening of an accelerator pedal (not shown), vehicle speed of the hybrid vehicle (not shown), and the like. It is input from. Further, the hybrid control device 4 is currently generated by the regenerative braking device 3 based on the rotation speed of the motor generator 31 input via the motor generator control device 34, the phase current value to the motor generator 31, and the like. The effective regenerative braking force Debt (N) is calculated.

  Next, a method for controlling the braking device 1 according to the embodiment, particularly a method for controlling the braking force generated by the braking device 1 will be described. FIG. 4 is a diagram illustrating a flow of the control method of the braking device according to the embodiment. The control method of the braking device 1 is performed every control cycle of the braking device 1, for example, every several to several tens of msec.

  First, as shown in the figure, the processing unit 29b of the brake control device 29 determines whether or not a braking request is being made (step ST1). Here, for example, the processing unit 29b detects whether or not the driver has requested braking by detecting whether or not the brake pedal 21 has been depressed by a treading force detection sensor (not shown) that detects depression of the brake pedal 21. Determine whether or not. Note that the processing unit 29b determines that the braking request is not being made, that is, there is no braking request from the driver (No in step ST1).

  Next, when it is determined that the driver has requested braking (Yes in step ST1), the processing unit 29b determines that the current master cylinder pressure PMC (N), the current effective regenerative braking force Debt (N), and the previous request system. The power FDRV (N-1), the previous pressurizing braking force FPSM (N-1), the pre-required regenerative braking force Rebt (NK), the shift position, and the remaining capacity SOC are acquired (step ST2). Here, the processing unit 29 b acquires the current master cylinder pressure PMC (N), which is the operation pressure detected by the master cylinder pressure sensor 24 and output to the brake control device 29. Further, the processing unit 29b acquires the current effective regenerative braking force Debt (N) output from the hybrid control device 4 to the brake control device 29. Further, the processing unit 29b acquires the previous required braking force FDRV (N-1) set by the required braking force setting unit 29d in the previous control cycle. In addition, the processing unit 29b acquires the previous pressurization braking force FPSM (N-1) set by the pressurization braking force setting unit 29e in the previous control cycle. Further, the processing unit 29 b acquires a shift position that is detected by a shift position sensor (not shown) and that is output to the brake control device 29 via the hybrid control device 4. Further, the processing unit 29b acquires the remaining amount SOC output to the brake control device 29 via the hybrid control device 4.

  Next, the required braking force setting unit 29d sets the current required braking force FDRV (N) (step ST3). Here, the required braking force setting unit 29d determines the current request control according to the driver's braking request based on the master cylinder pressure PMC (N) detected this time and the FDRV-PMC map shown in FIG. The power FDRV (N) is set.

Next, as shown in FIG. 5, the processing unit 29b sets the current master pressure braking force FPMC (N) based on the master cylinder pressure PMC (step ST4). Here, the processing unit 29b sets the current master pressure braking force FPMC (N) based on the currently detected master cylinder pressure PMC (N) and the following equation (1). Here, KF is a conversion coefficient for deriving the braking force of each wheel cylinder 26a, 26d from the wheel cylinder pressure PWC acting on the wheel cylinders 26a, 26d corresponding to the left and right front wheels, respectively. Here, KR is a conversion coefficient for deriving the braking force of each wheel cylinder 26b, 26c from the wheel cylinder pressure PWC acting on the wheel cylinders 26b, 26c corresponding to the left and right rear wheels, respectively.

FPMC (N) = 2 × PMC (N) × (KF + KR) (1)

  Next, the processing unit 29b determines whether or not the shift position is in the D range (step ST5). Here, the processing unit 29b determines whether or not the shift position detected by a shift position sensor (not shown) is in the D range.

  Next, when determining that the shift position is in the D range (Yes in step ST5), the processing unit 29b determines whether or not the regenerative braking device 3 is abnormal (step ST6). Here, the processing unit 29b is output to the brake control device 29, for example, when the regenerative braking device 3 cannot perform regenerative braking based on the information output from the motor generator control device 34 by the hybrid control device 4. Judgment based on information.

  Next, when determining that the regenerative braking device 3 is not abnormal (No in step ST6), the processing unit 29b determines whether or not the remaining capacity SOC is full (step ST7). Here, the processing unit 29b determines whether or not the battery 33 is fully charged.

  Next, when determining that the remaining capacity SOC is not full (No at Step ST7), the processing unit 29b determines whether or not it is in another control state (Step ST8). Here, the processing unit 29b is replaced with a control method different from the control method of the braking device 1 according to the embodiment, for example, a control method performed by replacing the control method of the braking device 1 according to the embodiment at a low speed of a hybrid vehicle (not shown). To determine whether or not the braking device 1 is being controlled.

  Next, the pressure braking force setting unit 29e of the processing unit 29b determines whether or not the required braking force change amount ΔFDRV is equal to or greater than 0 when the processing unit 29b determines that the control state is not another control state (No in step ST8). (Step ST9). Here, the pressurized braking force setting unit 29e is set by the required braking force change amount ΔFDRV, that is, the required braking force FDRV (N) set in the current control cycle and the required braking force setting unit 29d in the previous control cycle. Based on the difference (ΔFDRV = FDRV (N) −FDRV (N−1)) from the previous required braking force FDRV (N−1), the required braking force FDRV (N) is either in the holding state or the increasing tendency. Determine whether or not.

Next, when the pressurized braking force setting unit 29e determines that the required braking force change amount ΔFDRV is equal to or greater than 0 (Yes in Step ST9), it sets the possible regenerative braking force FNORES (Step ST10). Here, the pressure braking force setting unit 29e subtracts the current master pressure braking force FPMC (N) and the acquired previous pressure braking force FPSM (N-1) from the current required braking force FDRV (N). The value is set as a possible regenerative braking force FNORES (N) that can be generated this time by the regenerative braking device 3 (see the following formula (2)).

FNOREST (N) = FDRV (N) −FPMC (N) −FPSM (N−1) (2)

Next, the pressurization braking force setting unit 29e sets the dead zone PUDZ (step ST11). Here, the pressurizing braking force setting unit 29e sets a value obtained by subtracting the pre-required regenerative braking force Rebt (NK) acquired from the current possible regenerative braking force FNORES (N) as the current dead zone region PUDZ (N). Set (see Equation (3) below).

PUDZ (N) = FNOREST (N) −Rebt (NK) (3)

Next, the pressurizing braking force setting unit 29e sets the pressurizing braking force FPSM (step ST12). Here, the pressurizing braking force setting unit 29e determines the current master braking force FPMC (N), the current effective regenerative braking force Debt (N), and the current dead zone PUDZ from the current required braking force FDRV (N). A value obtained by subtracting (N) is set as the current pressurization braking force FPSM (N) (see the following formula (4)).

FPSM (N) = FDRV (N) −FPMC (N) −Debt (N) −PUDZ (N) (4)

Here, when developed by the above formulas (2), (3), and (4), the pressurization braking force FPSM (N) set this time by the pressurization braking force setting unit 29e is expressed by the following equation (5).

FPSM (N) = FDRV (N) -FPMC (N) -Debt (N) -PUDZ (N)
= FDRV (N) -FPMC (N) -Debt (N)-((FDRV (N) -FPMC (N) -FPSM (N-1))-Rebt (NK))
= Rebt (NK) -Debt + FPSM (N-1) (5)

  That is, the current pressurizing braking force FPSM (N-1) is obtained by subtracting the current effective regenerative braking force Debt (N) from the previous required regenerative braking force Rebt (NK). It is the value which added. Accordingly, the pressurization braking force setting unit 29e is configured to at least the previous pressurization braking force FPSM (so that the pressurization pressure PSM generated by the pressurization means is maintained at least when the required braking force FPDR is being held or increasing. This pressurization braking force FPSM (N) is set so as to maintain N-1).

  Next, the required regenerative braking force setting unit 29f of the processing unit 29b sets the required regenerative braking force Rebt (step ST13). Here, the required regenerative braking force setting unit 29f obtains a value obtained by subtracting the current master pressure braking force FPMC (N) and the current pressurized braking force FPSM (N) from the current required braking force FDRV (N). The required regenerative braking force Rebt (N) is set (Rebt (N) = FPDRV (N) −FPMC (N) −FPSM (N)). The requested regenerative braking force setting unit 29 f transmits the set requested regenerative braking force Rebt (N) to the hybrid control device 4. The hybrid control device 4 is capable of actually generating the regenerative braking device 3 based on the current required regenerative braking force Rebt (N), the rotational speed of the motor generator 31, and the remaining capacity SOC of the battery 33. The regenerative braking force Debt is set and transmitted to the motor generator control device 34. The motor generator control device 34 performs switching control of the inverter 32 based on the current effective regenerative braking force Debt (N), thereby causing the motor generator 31 to regenerate based on the current effective regenerative braking force Debt (N). The braking control is performed, and the current effective regenerative braking force Debt (N) is generated by the regenerative braking device 3.

Next, the pressurization pressure setting unit 29g sets the pressurization pressure PSM (step ST14). Here, the pressurizing pressure setting unit 29g is configured so that the master cut solenoid valves 25a, 25a, and 25c are based on the present pressurizing braking force FPSM (N) set by the pressurizing braking force setting unit 29e and the following equation (6). 25b and the pressurizing pressure PSM (N) applied to the brake oil by the pressurizing pumps 25m and 25n are set. The pressurization pressure PSM (N) set this time is set so that the current pressurization braking force FPSM (N) maintains at least the previous pressurization brake force FPSM (N-1), so at least the previous pressurization pressure It is set to a value that maintains PSM (N-1).

PSM (N) = FPSM (N) / 2 / (KF + KR) (6)

  Next, the pump drive control unit 29i performs drive control of the pumps 25m and 25n, and the valve opening control unit 29h performs opening control of the master cut solenoid valves 25a and 25b (step ST15). Here, the pump drive control unit 29i drives and controls the pressurizing pumps 25m and 25n at a predetermined rotational speed so as to maintain a constant discharge amount. In other words, the pump drive control unit 29i drives each of the pressure pumps 25m and 25n at a predetermined rotation speed, and drives each of the pressure pumps 25m and 25n so as to maintain a constant discharge amount. Is controlled. The valve opening degree control unit 29h is a command current value for performing the opening degree control of each master cut solenoid valve 25a, 25b based on the pressurization pressure PSM (N) set this time and a PSM-I map (not shown). Set I. The valve opening degree control unit 29h controls the opening degree of each master cut solenoid valve 25a, 25b based on the set command current value I. Each pressurizing pump 25m, 25n is driven and controlled so as to maintain a constant discharge amount, and each master cut solenoid valve 25a, 25b is controlled in opening, so that it is downstream of each master cut solenoid valve 25a, 25b. The wheel cylinder pressure PWC is the sum of the master cylinder pressure PMC on the upstream side of the master cut solenoid valves 25a and 25b and the pressurized pressure PSM (N) that is a differential pressure. That is, the wheel cylinder pressure PWC acting on each of the wheel cylinders 26a to 26d is the sum of the master cylinder pressure PMC and the current pressurization pressure PSM (N) that maintains at least the previous pressurization pressure PSM (N-1). Become. Therefore, the pressure braking force generated by the wheel cylinder pressure PWC acting on the wheel cylinders 26a to 26d is determined by the master pressure braking force FPMC (N) generated this time by the master cylinder pressure PMC and the current pressurizing pressure PSM (N). This is the total of the generated braking force FPSM (N).

  As described above, in the braking apparatus 1 according to the embodiment, the difference between the required braking force FDRV (N) set this time and the pressure braking force, that is, the currently set required braking force FDRV (N) is set. The current effective regenerative braking force Debt (N) based on the current required regenerative braking force Rebt (N) obtained by subtracting the set master pressure braking force FPMC (N) and the pressure braking force FPSM (N) set this time is regenerative braking. When the device 3 is generated, regenerative braking is performed. That is, the current required braking force FDRV (N) is maintained by the current pressurized braking force FPSM (N) generated when the pressurizing means applies the current pressurized pressure PSM (N) to the brake oil. Can do. Therefore, for example, when the driver maintains or further depresses the brake pedal 21, that is, when the current required braking force FPDR (N) is maintained or increases, the current applied braking force FPSM (N) is applied last time. Since the pressure braking force FPSM (N-1) or more is set and the pressurization of the brake oil by the pressurizing means is not reduced, it is possible to suppress the brake pedal 21 from generating a return feeling. Thereby, deterioration of a pedal feeling can be suppressed.

  Further, the pressurizing pressure PSM (N) set this time is a pre-required regenerative braking force Rebt (NK) acquired from the possible regenerative braking force FNORES (N) that can be generated this time by the regenerative braking device 3. Is reduced based on the dead zone PUDZ, which is a value obtained by subtracting. Therefore, unnecessary pressurization of the brake oil by the pressurizing means can be suppressed. As a result, an increase in the current pressurizing braking force FPSM (N) can be suppressed, so that a decrease in the current required regenerative braking force Rebt (N) can be suppressed, and recovery when the regenerative braking device 3 performs regenerative braking. A decrease in rate can be suppressed.

  The pressurization braking force setting unit 29e determines that the shift position is not in the D range (No in Step ST5), determines that the regenerative braking device 3 is abnormal (Yes in Step ST6), and determines that the remaining capacity SOC is full ( When step ST7 is affirmative, it is determined that the control state is other (step ST8 affirmation) or when the required braking force change amount ΔFDRV is less than 0 (step ST9 negative), the dead zone PUDZ is set to 0 (step ST16). ). Here, the pressure braking force setting unit 29e is insensitive to the pressure braking force FPSM (N) when regenerative braking cannot be performed by the regenerative braking device 3 or when regenerative braking is not performed by the regenerative braking device 3, for example. The area PUDZ (N) is not set (PUDZ = 0).

  Next, the pressurizing braking force setting unit 29e sets the pressurizing braking force FPSM (step ST12). Here, since the pressurizing braking force setting unit 29e sets the dead zone PUDZ to 0, the current master pressure braking force FPMC (N) and the current effective regenerative braking force Debt are changed from the current required braking force FDRV (N). A value obtained by subtracting (N) is set as the current pressurizing braking force FPSM (N).

  Next, the required regenerative braking force setting unit 29f of the processing unit 29b sets the required regenerative braking force Rebt (step ST13). Here, the requested regenerative braking force setting unit 29f subtracts the current master pressure braking force FPMC (N) and the current pressurized braking force FPSM (N) from the current requested braking force FDRV (N), that is, the dead zone. Since the region PUDZ is set to 0, the current effective regenerative braking force Debt (N) is set as the current required regenerative braking force Rebt (N).

  Next, the pressurization pressure setting unit 29g sets the pressurization pressure PSM (step ST14). Next, the pump drive control unit 29i performs drive control of the pressure pumps 25m and 25n, and the valve opening control unit 29h performs opening control of the master cut solenoid valves 25a and 25b (step ST15).

  As described above, in the braking device 1 according to the embodiment, when the regenerative braking cannot be performed by the regenerative braking device 3 or when the regenerative braking by the regenerative braking device 3 is not performed, the braking device 1 is braked by the pressurizing unit. The required braking force FDRV (N) is achieved by applying the pressurized pressure PSM to the oil.

  As described above, the braking device and the braking device control method according to the present invention are useful for the braking device and the braking device control method in which the working fluid can be pressurized by the pressurizing unit. Suitable for suppressing deterioration.

It is a figure which shows the example of schematic structure of the braking device concerning embodiment. It is a figure which shows the schematic structural example of a hydraulic brake device. It is a figure which shows a FDRV-PMC map. It is a figure which shows the flow of the control method of the braking device concerning embodiment. It is a figure which shows the characteristic of a regenerative braking device. It is a figure which shows the relationship between a pedal stroke and the consumption of brake oil.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake device 2 Hydraulic brake device 21 Brake pedal 21a Stroke sensor 22 Master cylinder 22a Reservoir 23 Brake booster 23a Negative pressure sensor 23b Negative pressure piping 23c Check valve 24 Master cylinder pressure sensor 25 Brake actuator 25a, 25b Master cut solenoid valve Pressure means)
25c to 25f Holding solenoid valve 25g to 25j Pressure reducing solenoid valve 25k, 25l Reservoir 25m, 25n Pressurizing pump (pressurizing means)
25s drive motor 26a to 26d wheel cylinder (pressure braking means)
27a-27d Brake pads (pressure braking means)
28a to 28d Brake rotor (pressure braking means)
29 Brake control device 29a Input / output unit 29b Processing unit 29c Storage unit (storage means)
29d Required braking force setting section (Required braking force setting means)
29e Pressurized braking force setting unit 29f Required regenerative braking force setting unit 29g Pressurized pressure setting unit 29h Valve opening control unit 29i Pump drive control unit 3 Regenerative braking device (regenerative braking means)
31 Motor generator 32 Inverter 33 Battery 34 Motor generator control device 35 Battery control device 4 Hybrid control device FDRV Required braking force FPMC Master pressure braking force PSM Pressurizing pressure FPSM Pressurizing braking force Rebt Required regenerative braking force Debt Effective regenerative braking force I Command current value PMC Master cylinder pressure PV Negative pressure PWC Wheel cylinder pressure ST Pedal stroke amount ΔFDRV Required braking force change amount

Claims (5)

A brake pedal operated by the driver;
An operation pressure applying means for applying an operation pressure to the working fluid in response to the operation of the brake pedal by the driver;
Pressurizing means for pressurizing the working fluid and applying a pressurized pressure to the working fluid;
A pressurizing pressure setting means for setting a pressurizing pressure based on a required braking force according to an operation of a brake pedal by the driver;
Pressure braking means for generating a pressure braking force by a total pressure of the operation pressure and the pressurizing pressure;
Regenerative braking means for performing regenerative braking based on a required regenerative braking force that is a difference between the required braking force and the pressure braking force;
With
The pressurizing pressure setting means has a time difference from the setting of the required regenerative braking force until the effective regenerative braking force is actually generated when the regenerative braking means performs regenerative braking based on the required regenerative braking force. A braking device, wherein the set pressure is reduced based on a corresponding dead zone region.   2. The braking device according to claim 1, wherein the pressurizing pressure setting unit maintains at least the previously set pressurizing pressure when the required braking force is in a holding state or is increasing. The dead zone region includes a pre-required regenerative braking force set to generate the current effective regenerative braking force from a possible regenerative braking force that can be generated this time by the regenerative braking means based on the required braking force. Subtracted value,
The pressurizing pressure setting means includes the operation pressure braking force generated by the pressure braking means based on the operation pressure from the required braking force, the effective regenerative braking force, and the dead zone region. The braking device according to claim 1 or 2, wherein the pressure braking force, which is a subtracted value, is set to a value that can be generated by the pressure braking means.   The possible regenerative braking force is a pressure braking force that can be generated by the pressure braking means from the required braking force based on the operation pressure braking force and the pressure pressure previously set by the pressure pressure setting means. The braking device according to claim 3, wherein a value obtained by subtracting is used. In the braking device control method based on the driver's braking request,
A procedure for setting a required braking force according to the operation of the brake pedal by the driver;
An effective regenerative braking force is actually generated when the regenerative braking means performs a regenerative braking based on the required regenerative braking force, based on the set required regenerative braking force. A procedure for setting the reduced pressure based on the dead zone according to the time difference until
Applying the set pressure to the working fluid by a pressurizing means;
A procedure for generating a pressure braking force by a total pressure of the operating pressure applied to the working fluid in response to the operation of the driver's brake pedal and the pressurized pressure;
Regenerative braking by generating a difference between the required braking force and the pressure braking force as a regenerative braking force; and
The control method of the braking device characterized by including.

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