JP2013124054A - Braking torque control device - Google Patents

Braking torque control device Download PDF

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Publication number
JP2013124054A
JP2013124054A JP2011275178A JP2011275178A JP2013124054A JP 2013124054 A JP2013124054 A JP 2013124054A JP 2011275178 A JP2011275178 A JP 2011275178A JP 2011275178 A JP2011275178 A JP 2011275178A JP 2013124054 A JP2013124054 A JP 2013124054A
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Prior art keywords
braking torque
regenerative braking
hydraulic
final target
target regenerative
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JP2011275178A
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Japanese (ja)
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JP5982808B2 (en
Inventor
Takuya Higuchi
樋口  拓也
Keigo Ajiro
圭悟 網代
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Nissan Motor Co Ltd
日産自動車株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/10Dynamic electric regenerative braking
    • B60L7/14Dynamic electric regenerative braking for vehicles propelled by ac motors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/24Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26Controlling the braking effect
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58Combined or convertible systems
    • B60T13/585Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18109Braking
    • B60W30/18127Regenerative braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00Converter types
    • B60L2210/40DC to AC converters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/10Vehicle control parameters
    • B60L2240/12Speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/423Torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/54Drive Train control parameters related to batteries
    • B60L2240/545Temperature
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00Further aspects of brake control systems not otherwise provided for
    • B60T2270/60Regenerative braking
    • B60T2270/604Merging friction therewith; Adjusting their repartition
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/18Braking system
    • B60W2710/182Brake pressure, e.g. of fluid or between pad and disc
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00Purposes or special features of road vehicle drive control systems
    • B60Y2300/89Repartition of braking force, e.g. friction braking versus regenerative braking
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

Abstract

The present invention provides a braking torque control device capable of improving a lack of deceleration due to a delay in generation of actual hydraulic braking torque in a hydraulic braking device.
A brake control unit 10 includes a basic target regenerative braking torque calculation unit S2 for obtaining a basic target regenerative braking torque corresponding to a driver requested total braking torque, and a final target regenerative braking with a delay in a hydraulic braking device A. A final target regenerative braking torque calculating unit S3 for obtaining torque, an execution regenerative braking torque calculating unit S4 for obtaining an effective regenerative braking torque from the final target regenerative braking torque, and a basic target liquid by subtracting the effective regenerative braking torque from the driver requested total braking torque. The basic target hydraulic braking torque calculating unit S6 for obtaining the pressure braking torque, and adding the difference obtained by subtracting the basic target regenerative braking torque from the final target regenerative braking torque to the basic target hydraulic braking torque to obtain the final target hydraulic braking torque. And a final target hydraulic braking torque calculating unit S7 to be obtained.
[Selection] Figure 2

Description

  The present invention relates to a braking torque control device that controls braking torque of a regenerative braking device and a hydraulic braking device according to a detected total braking torque of a driver detected during braking.

  2. Description of the Related Art Conventionally, a braking torque control device that performs braking by operating a regenerative braking device and a hydraulic braking device according to a detected total braking torque of a driver detected during braking is known.

In such a conventional braking torque control device, there is known a braking torque control device that prevents the occurrence of insufficient deceleration due to a response delay caused by the hydraulic braking device (see, for example, Patent Document 1).
In this conventional braking torque control device, the target hydraulic braking torque is controlled to a magnitude obtained by subtracting the actual regenerative braking torque from the target total braking torque corresponding to the hydraulic pressure of the master cylinder generated by the driver's braking request. The following control is performed in consideration of the phase delay.
That is, in this prior art, considering the phase delay caused by the hydraulic braking device, the command for the regenerative braking torque is reduced by a quadratic function so that the driver requested total braking torque is not changed by the command for the hydraulic braking torque ( That is, it is increased in a quadratic function). As a result, the reduction degree of the total braking torque due to the response delay of the hydraulic pressure control device is suppressed.

JP 2004-196064 A

However, the above-described conventional braking torque control device has the following problems.
That is, in response to the response delay timing of the hydraulic braking device, the generation of the regenerative braking torque is delayed, so that the hydraulic braking torque command itself is also delayed, and the response delay of the hydraulic braking device itself with respect to the command overlaps. Due to this phenomenon, there was a risk of insufficient deceleration.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a braking torque control device capable of improving insufficient deceleration due to delay in generation of actual hydraulic braking torque in the hydraulic braking device. .

In order to achieve the above object, the braking torque control device of the present invention comprises:
The braking torque control unit
A basic target regenerative braking torque calculator that calculates a basic target regenerative braking torque according to the driver-requested total braking torque;
When increasing the hydraulic braking torque while decreasing the regenerative braking torque, calculate the final target regenerative braking torque with a delay that takes into account the hydraulic response delay in the hydraulic braking device with respect to the basic target regenerative braking torque A final target regenerative braking torque calculator,
An execution regenerative braking torque calculating unit that receives the final target regenerative braking torque and calculates an actual regenerative braking torque that is actually regenerated;
A basic target hydraulic braking torque calculator that uses a value obtained by subtracting the effective regenerative braking torque from the driver requested total braking torque as a basic target hydraulic braking torque;
Final target hydraulic braking torque that calculates a final target hydraulic braking torque by adding a value obtained by subtracting the basic target regenerative braking torque from the final target regenerative braking torque to the basic target hydraulic braking torque An arithmetic unit;
It is characterized by having.

When the hydraulic braking torque is increased while reducing the regenerative braking torque by the driver's braking operation, the final target regenerative braking torque calculation unit that forms the final target regenerative braking torque that becomes the command value of the regenerative braking device A final target regenerative braking torque having a delay in consideration of a hydraulic pressure response delay in the hydraulic braking device is calculated with respect to the braking torque.
On the other hand, for the command value to the hydraulic braking device, first, the basic target hydraulic braking torque calculation unit obtains the basic target hydraulic braking torque by subtracting the execution regenerative braking torque from the driver requested total braking torque. Then, the final target hydraulic braking torque calculator calculates the final target hydraulic braking torque by adding the difference obtained by subtracting the basic target regenerative braking torque from the final target regenerative braking torque to the basic target hydraulic braking torque. This is the command value.

Thus, the command value to the hydraulic braking device is obtained by subtracting the effective regenerative braking torque from the driver requested total braking torque and adding a difference corresponding to the delay of the hydraulic braking device to the basic target hydraulic braking torque. The delay of the hydraulic braking torque caused by delaying the regenerative braking torque does not occur.
Therefore, even if the regenerative braking torque has a delay corresponding to the response delay of the hydraulic braking device, the hydraulic braking torque caused by delaying the regenerative braking torque is compared with that in which the difference is not added. There will be no delay, and the deceleration of the vehicle will be improved.

FIG. 1 is a system configuration diagram of a braking torque control apparatus according to an embodiment. FIG. 2 is a flowchart showing an overall flow of braking torque control by the braking torque control device of the embodiment. FIG. 3 is a flowchart showing details of the calculation of the basic target regenerative braking torque in the braking torque control device of the embodiment. FIG. 4 is a flowchart showing details of calculation of the final target regenerative braking torque in the braking torque control apparatus of the embodiment. FIG. 5 is a characteristic diagram showing a low vehicle speed range restriction map in the braking torque control apparatus of the embodiment. FIG. 6 is a regenerative minimum vehicle speed limit diagram in the braking torque control apparatus of the embodiment. FIG. 7 is a time chart showing an operation example during normal braking of the braking torque control device of the embodiment. FIG. 8 is a time chart showing an operation example of a comparative example with the braking torque control device of the embodiment. FIG. 9 is a time chart showing an operation example when the driver-requested total braking torque rapidly decreases in the braking torque control device of the embodiment.

Hereinafter, an embodiment for realizing a braking torque control device of the present invention will be described with reference to the drawings.
(Embodiment)
First, the configuration of the braking torque control device of the embodiment will be described based on FIG. 1 which is a system configuration diagram of the braking torque control device.

  The braking torque control device according to the embodiment is applied to an electric vehicle in which driving wheels 1 are driven by a motor / generator 4, and includes a hydraulic braking device A and a regenerative braking device B.

First, the hydraulic braking device A will be described.
The hydraulic braking device A includes a brake pedal 5 that a driver steps on. Then, a braking fluid pressure corresponding to the depression force applied to the brake pedal 5 is generated in the master cylinder 7, and this braking fluid pressure is supplied to the wheel cylinder 2 provided on the drive wheel 1 via the brake fluid pressure pipe 8 to control the braking fluid pressure. Generate power.

  Further, the depression force (operation amount) of the brake pedal 5 is boosted at a boost ratio set in advance by an electric booster 6 as a booster, and the boosted input is converted into hydraulic pressure in the master cylinder 7. Thus, a brake fluid pressure is formed.

  In FIG. 1, the brake hydraulic pressure pipe 8 is connected only to the wheel cylinder 2 provided on one drive wheel 1, but the other three wheel cylinders (not shown) are omitted. It is connected. The electric booster 6 and the master cylinder 7 use the brake fluid in the reservoir tank 7a as a working medium. The pedal bracket 5a of the brake pedal 5 is provided with a stroke sensor 101 that detects the operation of the brake pedal 5.

The brake fluid pressure pipe 8 is provided with a VDC (abbreviation for Vehicle Dynamics Control) actuator 9 for controlling the brake fluid pressure of the wheel cylinder 2.
This VDC actuator 9 is a well-known one described in Patent Document 1. That is, the VDC actuator 9 includes a pressure increasing valve and a pressure reducing valve (not shown) inside, and can adjust the wheel cylinder pressure Pwc by increasing or decreasing it. Therefore, when the driver performs braking, so-called ABS control can be performed in which the wheel cylinder pressure Pwc is adjusted so that the wheels including the drive wheels 1 are not locked.

Further, the VDC actuator 9 incorporates a pump not shown. Therefore, the VDC actuator 9 can generate hydraulic braking torque on the wheels including the drive wheels 1 by the braking hydraulic pressure formed by the built-in pump in a state where no braking hydraulic pressure is generated in the master cylinder 7. Then, by using this hydraulic braking torque to generate an arbitrary braking force at any of the four wheels, it is possible to execute vehicle motion control (hereinafter referred to as VDC control).
The driving of the VDC actuator 9 is controlled by the VDC control unit 12.

Next, the regenerative braking device B will be described.
The regenerative braking device B converts wheel rotational energy into electric power by a motor / generator 4 that is drivingly coupled to the drive wheels 1 via a speed reducer and a differential 3. That is, the motor / generator 4 is controlled through AC / DC conversion in the inverter 41 by the three-phase PWM signal from the motor control unit 11. In the EV traveling mode that requires driving of the driving wheels 1, the motor / generator 4 is driven as a motor by the electric power from the high-power battery 42 to rotate the driving wheels 1. On the other hand, in a braking mode that requires braking, regenerative braking torque control is performed to drive the motor / generator 4 as a generator to convert vehicle kinetic energy into electric power and collect it in the high-power battery 42.

  The VDC control unit 12 and the motor control unit 11 control the hydraulic braking device A and the regenerative braking device B according to commands from the brake control unit 10 while communicating with the brake control unit 10.

Accordingly, the motor control unit 11 controls the regenerative braking torque by the motor / generator 4 based on the regenerative braking torque command value from the brake control unit 10.
Further, the VDC control unit 12 controls the hydraulic braking torque in the wheel cylinder 2 based on the command value from the brake control unit 10.

The sensor group 100 includes a battery temperature sensor 102, a wheel speed sensor 103, a master cylinder hydraulic pressure sensor 104, and a wheel cylinder hydraulic pressure sensor 105 in addition to the stroke sensor 101 described above.
The battery temperature sensor 102 detects the temperature of the high-power battery 42. The wheel speed sensor 103 detects each wheel speed Vw including the drive wheel 1. Master cylinder hydraulic pressure sensor 104 detects master cylinder hydraulic pressure Pmc. The wheel cylinder hydraulic pressure sensor 105 detects the wheel cylinder pressure Pwc.
The motor control unit 11 calculates the maximum allowable regenerative braking torque of the motor / generator 4 from the battery temperature and the estimated charge capacity of the high-power battery 42 (hereinafter referred to as battery SOC) to calculate the brake control unit 10. Send to.
Further, the VDC control unit 12 transmits the input wheel speed Vw, master cylinder hydraulic pressure Pmc, and wheel cylinder pressure Pwc to the brake control unit 10.

When the driver performs a braking operation, the brake control unit 10 executes braking torque control described below based on the input information.
This braking torque control will be described based on the flowcharts of FIGS.
FIG. 2 shows the overall flow of the braking torque control.
In step S1, the driver request total braking torque Treq is calculated, and the process proceeds to the next step S2. In this embodiment, based on the operation of the brake pedal 5 of the driver detected by the stroke sensor 101, the hydraulic braking torque that can be generated in the stroke is calculated, and this is set as the driver requested total braking torque Treq. In addition, when an automatic deceleration control means such as cruise control is provided, the final high-required driver braking torque Treq may be set to a select high value with the hydraulic braking torque.

In step S2, the basic target regenerative braking torque Tmot_b is calculated, and the process proceeds to step S3.
Here, the details of the calculation of the basic target regenerative braking torque Tmot_b in step S2 will be described with reference to the flowchart of FIG.
In the calculation of the basic target regenerative braking torque Tmot_b, first, the driver request total braking torque Treq is input in step S201, and the process proceeds to the next step S202.
In step S202, after calculating the regeneration maximum value limit value Tlim_m, the process proceeds to step S203. The regenerative maximum value limit value Tlim_m is a parameter that is set based on the maximum output and current value of the motor / generator 4 and the specifications of the hydraulic braking device A that performs regenerative coordination.

  In step S203, after the low vehicle speed limit value Tlim_s is calculated, the process proceeds to step S204. In the present embodiment, the regeneration maximum value limit value Tlim_m and the low vehicle speed limit value Tlim_s set in step S202 and step S203 are calculated by mapping the limit value at the current vehicle speed V as shown in FIG.

As shown in this map, the low vehicle speed limit value Tlim_s decreases in proportion to the vehicle speed V by a preset coefficient between the high speed side limited vehicle speed V H and the low speed side limited vehicle speed V L , It is set to 0 below the vehicle speed limit V L on the side.
Further, as shown in the figure, by setting the regenerative maximum value limit value Tlim_m to the low vehicle speed limit value Tlim_s of the high speed side limit vehicle speed VH , the process of step S202 and the process of S203 can be performed simultaneously. Here, the limit vehicle speeds V L and V H for limiting the vehicle speed are set based on the low vehicle speed range controllability of the motor / generator 4 to be used, the responsiveness of the hydraulic braking device A, and the like.

  In the next step S204, after the change speed limit value Tlim_g is set to the rising gradient of the basic target regenerative braking torque Tmot_b, the process proceeds to step S205. In this step S204, the basic target regenerative braking torque Tmot_b in the previous process is stored, and the change speed limit value Tlim_g is set based on the change rate from that value. The change speed limit value Tlim_g is set in consideration of the load on the motor / generator 4, the inverter 41, the high-power battery 42, and the like due to a sudden torque rise of the motor / generator 4.

  In the next step S205, after setting a motion torque limit value Tlim_v for braking control such as ABS control and VDC control, the process proceeds to step S206. When brake fluid pressure control such as VDC control or ABS control is assumed to intervene, it is desirable to switch from regenerative braking to fluid pressure braking, and exercise torque to quickly bring the regeneration closer to 0 while considering the response of the fluid pressure. A limit value Tlim_v is set.

  In the next step S206, the select values of the limit values Tlim_m, Tlim_s, Tlim_g, and Tlim_v calculated in S202 to S205 are taken, the value with the highest limit request is selected to determine the limit value Tlim, and then the process proceeds to step S207. .

In step S207, the driver request total braking torque Treq input in step S201 and the select low of the limit value Tlim are calculated, and the regenerative torque is calculated from the driver request total braking torque Treq. Then, the process proceeds to step S208.
In step S208, the value selected in step S207 is output as the current basic target regenerative braking torque Tmot_b.

  The above processing is executed, and the calculation of the basic target regenerative braking torque Tmot_b in step S2 ends. In addition, the part which performs the process of step S2 demonstrated above in the brake control unit 10 is equivalent to a basic target regenerative braking torque calculating part.

Next, returning to FIG. 2, the process of step S3 following step S2 will be described.
In step S3, a final target regenerative braking torque Tmot_f taking into account the delay (delay due to dead time and response delay) in the hydraulic braking device A is calculated with respect to the basic target regenerative braking torque Tmot_b obtained in step S2, and step S4 Proceed to In the brake control unit 10, the part that performs the process of step S <b> 3 corresponds to a final target regenerative braking torque calculation unit.

The process of step S3 will be described with reference to the flowchart of FIG.
In step S301, the basic target regenerative braking torque Tmot_b calculated in step S2 is input, and the process proceeds to the next step S302.

  In step S302, the brake hydraulic pressure Pb of the hydraulic braking device A (in this embodiment, the wheel cylinder pressure Pwc is used as the brake hydraulic pressure Pb) is detected and input, and then the process proceeds to step S303.

  In step S303, after calculating the dead time tdead, the process proceeds to step S304. The dead time tdead is a time required for the hydraulic brake device A to start up the wheel cylinder pressure Pwc as the brake hydraulic pressure Pb after the operation command is issued. This dead time tdead is generated by idle running due to a knockback of a brake pad (not shown), time required from the start of operation in the master cylinder 7 until the reservoir port (not shown) is closed, and the like. As described above, the dead time tdead is a time required for the wheel cylinder pressure Pwc to rise, and therefore it is not necessary to consider when the wheel cylinder pressure Pwc has already risen and is greater than zero.

  Therefore, when the basic target regenerative braking torque Tmot_b is lower than the previous value, it is necessary to consider the dead time tdead / response delay Tmot_d. First, refer to the brake hydraulic pressure Pb input in S302. To do. Note that the dead time consideration flag Fdead is set to 1 while the dead time tdead is taken into consideration.

  Here, when the dead time consideration flag Fdead is 0 and the brake fluid pressure Pb is larger than 0, the dead time tdead may be zero (0), and therefore, the delayed target regenerative braking torque (hereinafter referred to as waste) considering the dead time tdead. Tmot_t = basic target regenerative braking torque Tmot_b.

  On the other hand, when the dead time consideration flag Fdead = 1, or when the brake fluid pressure Pb is 0 even when the dead time consideration flag Fdead = 0, the dead time consideration flag Fdead = 1 is set and the dead time delayed target regeneration is performed. The braking torque Tmot_t is a value obtained by adding a phase delay to the basic target regenerative braking torque Tmot_b.

  Here, when the phase delay is provided, the dead time delay target regenerative braking torque Tmot_t = the basic target regenerative braking torque Tmot_b during the time tdead set in consideration of the dead time tdead of the hydraulic braking device A in advance. In this way, give a delay. Then, after the time tdead has elapsed since the dead time consideration flag Fdead = 1, the dead time delayed target regenerative braking torque Tmot_t is set to the basic target regenerative braking so that the influence of the dead time tdead is gradually removed and Tmot_t = Tmot_b. It approaches the torque Tmot_b. Specifically, the addition amount is set so that the difference between the dead time delayed target regenerative braking torque Tmot_t and the basic target regenerative braking torque Tmot_b is set to 0 over a set time. Then, when the dead time process is completed when Tmot_t = Tmot_b, the dead time consideration flag Fdead = 0 for dead time consideration is set.

  The portion of the brake control unit 10 that executes the process of step S303 described above is a dead time calculation unit.

  In the next step S304, a delay element equivalent to the response delay Tmot_d of the hydraulic braking device A is set for the dead time delay target regenerative braking torque Tmot_t considering the dead time tdead, and then the process proceeds to step S305. In this embodiment, the response delay Tmot_d is set in an n-order delay system corresponding to the boost performance of the electric booster 6.

For example, when the response delay of the hydraulic braking device A can be substantially expressed by a secondary response such as the following formula (1):
H (s) = (2000) / (s 2 + 100s + 2000) (1)
The response delay Tmot_d can be efficiently calculated by discretizing it in accordance with the calculation cycle and storing the previous and previous values of the dead time delay target regenerative braking torque Tmot_t.
In the brake control unit 10, the part that executes the processing in step S <b> 304 is a response delay calculation unit.

  In step S305, a regenerative minimum vehicle speed restriction process is performed to prevent the response delay Tmot_d from being output below the regenerative minimum vehicle speed Vlim, and the result output in this step is set as the final target regenerative braking torque Tmot_f, and the process proceeds to S306. .

  That is, in step S305, a decreasing gradient line corresponding to the deceleration is set from the regenerative minimum vehicle speed Vlim as shown in FIG. This decreasing gradient line has a regenerative braking torque gradient regenerative torque limit value Tlim_min that becomes 0 toward the regenerative minimum vehicle speed Vlim, and is set to a gentler gradient as the deceleration increases.

  A value on the vertical axis corresponding to the current vehicle speed V on the straight line of the regenerative braking torque gradient is defined as a regenerative torque limit value Tlim_min. Then, the regenerative torque limit value Tlim_min is compared with the final target regenerative braking torque Tmot_f, and when the final target regenerative braking torque Tmot_f exceeds the regenerative torque limit value Tlim_min, Tmot_f = Tlim_min. Therefore, in the brake control unit 10, the part that executes the process of step S305 corresponds to the final target regenerative braking torque limiting unit. This final target regenerative braking torque limiting unit sets the final target regenerative braking torque Tmot_f to 0 before the regenerative minimum vehicle speed Vlim when the final target regenerative braking torque Tmot_f is 0 or more even if the vehicle speed V falls below the regenerative minimum vehicle speed. And

  In step S306, the basic target regenerative braking torque Tmot_b is compared with the final target regenerative braking torque Tmot_f calculated up to step S305, and the result of the selection high is set as the final target regenerative braking torque Tmot_f. As a result, when the regenerative braking torque is increasing, it is not necessary to consider the delay factor.

  In step S307, the driver request total braking torque Treq is compared with the final target regenerative braking torque Tmot_f calculated up to S306, and the result of the select low is set as the final target regenerative braking torque Tmot_f. Since the final target regenerative braking torque Tmot_f may include a delay element with respect to the basic target regenerative braking torque Tmot_b, there is a concern that brake drag may occur when the driver suddenly reduces the braking amount. Accordingly, such dragging can be prevented by setting the final target regenerative braking torque Tmot_f so as not to exceed the driver-requested total braking torque Treq.

In the next step S308, the final target regenerative braking torque Tmot_f calculated up to step S307 is determined as the final target regenerative braking torque Tmot_f.
Through the above processing, the calculation of the final target regenerative braking torque Tmot_f in step S3 is completed.

Returning to FIG. 2, the processing after step S4 following step S3 will be described.
The processes executed in step S4 and step S5 are processes executed by the motor control unit 11 of the regenerative braking device B.

In step S4, based on the final target regenerative braking torque Tmot_f calculated in step S3, a regenerative braking command value for outputting a command value for actual regeneration in step S5 is formed. At the same time, an effective regenerative braking torque Tmot_r, which is a braking torque that can be actually regenerated based on the regenerative braking command value, is calculated, and the effective regenerative braking torque Tmot_r is output to the brake control unit 10.
In the motor control unit 11, the part that executes the process of step S4 described above corresponds to an execution regenerative braking torque calculation part.

Further, the regenerative braking command value is determined by monitoring the powertrain limit. As this limitation, a limit value corresponding to the state of the power train within the range of the final target regenerative braking torque Tmot_f is obtained in parallel with the final target regenerative braking torque Tmot_f.
This limit value is the allowable maximum regenerative braking torque allowed for the motor / generator 4 determined by the state of charge (battery SOC) of the high-power battery 42, the battery temperature, etc., the maximum output limit of the motor / generator 4, the motor / generator 4 based on the allowable maximum regenerative braking torque determined from the overheat limit of 4 or the like. The smaller value (select low) between the limit value and the final target regenerative braking torque Tmot_f is set as a regenerative braking command value. Therefore, the regenerative braking command value and the execution regenerative braking torque Tmot_r formed thereby are values equal to or less than the final target regenerative braking torque Tmot_f.

  In the following step S5, a command signal corresponding to the regenerative braking command value calculated in step S4 is output from the motor control unit 11 to the inverter 41 to realize the execution regenerative braking torque Tmot_r.

In step S6, the basic target hydraulic braking torque Thyd_b is calculated based on the driver requested total braking torque Treq and the effective regenerative braking torque Tmot_r. Specifically, a value obtained by subtracting the effective regenerative braking torque Tmot_r calculated in S4 from the driver request total braking torque Treq is set as the basic target hydraulic braking torque Thyd_b.
That is, Thyd_b = Treq−Tmot_r.
In the brake control unit 10, the part that executes the process of step S6 corresponds to a basic target hydraulic braking torque calculation unit.

In the next step S7, the difference obtained by subtracting the basic target regenerative braking torque Tmot_b from the final target regenerative braking torque Tmot_f calculated in steps S3 and S2 with respect to the basic target hydraulic braking torque Thyd_b calculated in step S6. A value obtained by adding Δmot is calculated as the final target hydraulic braking torque Thyd_f.
That is, Thyd_f = Thyd_b + (Tmot_f−Tmot_b).
In the brake control unit 10, the part that executes the process of step S <b> 7 corresponds to a final target hydraulic braking torque calculator.

  In the subsequent step S8, a command is output to the VDC control unit 12 to realize the final target hydraulic braking torque Thyd_f obtained in step S7, and the wheel cylinder pressure is controlled by the VDC actuator 9.

Next, the operation of the embodiment will be described based on the time charts of FIGS.
<During normal braking>
The operation at the time of normal braking with the driver depressing the brake pedal 5 until the vehicle stops will be described with reference to FIG. As an example of this operation, when the driver's requested total braking torque Treq is less than the powertrain limit value, the vehicle speed gradually decreases, and the hydraulic braking torque is increased while the regenerative braking torque is decreased. A case where braking is executed will be described.

At this normal time, the driver-requested total braking torque Treq calculated based on the depression operation of the brake pedal 5 remains at a substantially constant value until the vehicle stops as shown in FIG.
In such a case, when the vehicle speed V decreases, the basic target regenerative braking torque Tmot_b calculated in step S2 decreases from time t10.

  As described above, the final target regenerative braking torque in which the phase is delayed in consideration of the dead time of the hydraulic braking and the response delay in accordance with the decrease in the basic target regenerative braking torque Tmot_b while the driver required total braking torque Treq is constant. Tmot_f is set. Then, the basic target hydraulic braking torque Thyd_b obtained by subtracting the final target regenerative braking torque Tmot_f from the driver requested total braking torque Treq rises.

(Comparative example)
Here, for comparison with the present embodiment, an example of the operation in the case of the prior art to which the present invention is not applied is shown in FIG. 8, and this operation will be described.
Conventionally, as in the case of FIG. 7, when the driver required total braking torque Treq is constant and the basic target regenerative braking torque Tmot_b is reduced, a regenerative braking command by correction in consideration of the phase delay is output as shown in FIG. 8. . At this time, the actual regenerative response braking torque is generated as indicated by the dotted line in the figure.

  Also, a hydraulic braking command corresponding to the corrected regenerative braking command is launched as shown in the figure. However, in the case of the hydraulic braking device, there is a brake pad knockback, a dead time required until the port of the master cylinder 7 is actually closed, a response delay due to friction, and the like. This causes a phase delay in the actual hydraulic response braking torque with respect to the hydraulic braking command. Therefore, the actual hydraulic pressure response braking torque is delayed in phase with respect to the actual regenerative response braking torque as indicated by the dotted line in the figure.

  For this reason, the braking torque obtained by adding the friction braking torque and the regenerative braking torque is insufficient with respect to the driver-requested total braking torque Treq, and there is a possibility that the driver may feel uncomfortable such as a sense of missing deceleration.

  On the other hand, as shown in FIG. 7, in the present embodiment, the final target regenerative braking torque Tmot_f whose phase is delayed with respect to the basic target regenerative braking torque Tmot_b is obtained in consideration of the delay in the hydraulic braking device A. ing. Then, an effective regenerative braking torque Tmot_r obtained when actual regeneration is performed based on the final target regenerative braking torque Tmot_f is obtained.

  On the other hand, the basic target hydraulic braking torque Thyd_b is obtained by subtracting the execution regenerative braking torque Tmot_r from the driver requested total braking torque Treq. Further, in the present embodiment, the following correction is performed without directly outputting the basic target hydraulic braking torque Thyd_b as the friction braking torque command. That is, a value obtained by adding a difference Δmot obtained by subtracting the basic target regenerative braking torque Tmot_b from the final target regenerative braking torque Tmot_f to the basic target hydraulic braking torque Thyd_b is calculated as the final target hydraulic braking torque Thyd_f. The final target hydraulic braking torque Thyd_f is output as a friction braking torque command.

  When the hydraulic braking torque is increased while reducing the regenerative braking torque in this way, the final target regenerative braking torque Tmot_f is delayed in phase from the basic target regenerative braking torque Tmot_b in consideration of the delay in the hydraulic braking device A. . Further, the phase of the actual regenerative braking torque is slightly delayed from the final target regenerative braking torque Tmot_f due to the response delay of the regenerative braking device B.

  On the other hand, the final target hydraulic braking torque Thyd_f is obtained by adding a difference Δmot to the basic target hydraulic braking torque Thyd_b obtained by subtracting the effective regenerative braking torque Tmot_r from the driver requested total braking torque Treq. The phase is advanced in reverse by the delay.

  As a result, the actual hydraulic braking torque is delayed by an amount corresponding to the delay of the regenerative braking device B with respect to the basic target hydraulic braking torque Thyd_b as in the comparative example, and the effective regenerative braking torque Tmot_r as shown in the figure. Stands up at the timing corresponding to the decrease.

  Accordingly, the braking torque obtained by adding the actual hydraulic braking torque and the actual regenerative braking torque due to the delay in the rise of the actual hydraulic braking torque as in the above comparative example is the driver requested total braking torque. A shortage with respect to Treq can be suppressed. Therefore, it is possible to suppress the driver from feeling uncomfortable such as a sense of missing deceleration due to the lack of braking torque.

  Further, in the dead time calculation process in step S303, the dead time tdead is set to 0 when the wheel cylinder pressure Pwc is larger than 0 depending on whether or not the wheel cylinder pressure Pwc is rising. For this reason, after the brake fluid pressure actually rises, the hydraulic brake torque rises in accordance with the actual fluid pressure response without setting the dead time tdead, and the brake torque that does not make the driver feel more uncomfortable. Can be obtained.

<When the driver's requested total braking torque suddenly decreases>
When the driver performs a braking operation, the driver's requested total braking torque Treq may be suddenly reduced by loosening the brake pedal 5 or releasing his / her leg from the brake pedal 5 during the operation. In this case, as in the example shown in FIG. 7, both the regenerative braking torque and the hydraulic braking torque are decreased while the hydraulic braking torque is being increased while the regenerative braking torque is being decreased.

FIG. 9 shows an operation example in such a case. The driver-requested total braking torque Treq suddenly decreases at time t22 and becomes 0 at time t24.
In such a case, in the embodiment, at a time before the time t22, a value obtained by adding the difference Δmot to the basic target hydraulic braking torque Thyd_b is set as the final target hydraulic braking torque Thyd_f.

  For this reason, if the difference Δmot is added to the basic target hydraulic braking torque Thyd_b after this time t22, on the contrary, the actually generated braking torque may exceed the driver-requested total braking torque Treq, which may give the driver a feeling of rubbing. is there.

On the other hand, in the embodiment, the driver requested total braking torque Treq and the final target regenerative braking torque Tmot_f are compared in the process of step S307, and the result of the select low is set as the final target regenerative braking torque Tmot_f.
Accordingly, the final target regenerative braking torque Tmot_f is set as the driver requested total braking torque Treq at time t23 in the figure.

As a result, the basic target hydraulic braking torque Thyd_b obtained by subtracting the effective regenerative braking torque Tmot_r based on the final target regenerative braking torque Tmot_f from the driver requested total braking torque Treq in step S6 becomes substantially zero as shown in the figure.
Therefore, the final target hydraulic braking torque Thyd_f obtained by Thyd_b + (Tmot_f−Tmot_b) in step S7 is also substantially zero as shown in the figure.

  As described above, when the driver suddenly reduces the required braking torque, there is a concern that a brake dragging feeling may occur if the select low processing in step S307 is not set. On the other hand, in the present embodiment, since the final target regenerative braking torque Tmot_f is set so as not to exceed the driver-requested total braking torque Treq by the processing in step S307, such drag feeling is prevented from occurring. it can.

The effects of the braking torque control device of the embodiment will be described below.
(1) The braking torque control device of the embodiment includes:
A stroke sensor 101 and a brake control unit 10 for detecting a driver requested total braking torque Treq in the vehicle;
A regenerative braking device B for controlling a regenerative braking torque applied to the drive wheels 1 of the vehicle;
A hydraulic braking device A for controlling the hydraulic braking torque applied to the drive wheel 1;
A brake control unit 10 that outputs a command value to the regenerative braking device B and the hydraulic braking device A to control the regenerative braking torque and the hydraulic braking torque when the driver performs a braking operation;
With
The brake control unit 10
A basic target regenerative braking torque calculation unit (S2) that calculates a basic target regenerative braking torque Tmot_b corresponding to the driver-requested total braking torque Treq;
When the hydraulic braking torque is increased while reducing the regenerative braking torque, the final target regenerative braking torque Tmot_f having a delay in consideration of the hydraulic pressure response delay in the hydraulic braking device A with respect to the basic target regenerative braking torque Tmot_b. A final target regenerative braking torque calculation unit (S3) for calculating
An execution regenerative braking torque calculation unit (S4) that receives the final target regenerative braking torque Tmot_f and calculates the actual regenerative braking torque Tmot_r that is actually regenerated;
A basic target hydraulic braking torque calculator (S6) that sets a value obtained by subtracting the effective regenerative braking torque Tmot_r from the driver requested total braking torque Treq as a basic target hydraulic braking torque Thyd_b;
A final target hydraulic pressure that is calculated by adding a difference Δmot obtained by subtracting the basic target regenerative braking torque Tmot_b from the final target regenerative braking torque Tmot_f to the basic target hydraulic braking torque Thyd_b as the final target hydraulic braking torque Thyd_f. A braking torque calculator (S7);
A hydraulic braking torque command value calculation unit (S7) that uses the final target hydraulic braking torque Thyd_f as a hydraulic braking torque command value;
It is characterized by having.

As described above, in the present embodiment, the basic target regenerative braking torque Tmot_b is subtracted from the final target regenerative braking torque Tmot_f to the basic target hydraulic braking torque Thyd_b obtained by subtracting the execution regenerative braking torque Tmot_r from the driver requested total braking torque Treq. A value obtained by adding the obtained difference Δmot is used as a final target hydraulic braking torque Thyd_f.
That is, the final target hydraulic braking torque Thyd_f is delayed in phase with respect to the basic target regenerative braking torque Tmot_b in consideration of the delay in the hydraulic braking device A. On the other hand, the final target hydraulic braking torque Thyd_f is obtained by adding a difference Δmot to the basic target hydraulic braking torque Thyd_b obtained based on the effective regenerative braking torque Tmot_r.
As a result, the phase of the final target hydraulic braking torque Thyd_f can be advanced with respect to the basic target hydraulic braking torque Thyd_b by the amount by which the regenerative braking torque is delayed according to the hydraulic response.
Therefore, as shown in FIG. 7, the actual hydraulic pressure response braking torque rises without delaying the timing of the decrease of the effective regenerative braking torque Tmot_r. Therefore, in the present embodiment, compared to the case where the value obtained by subtracting the final target regenerative braking torque Tmot_f from the driver request total braking torque Treq is used as the final command value of the hydraulic braking torque, the hydraulic braking torque is caused to be delayed. The feeling of missing the vehicle deceleration is improved.
In addition, in the embodiment, the basic target hydraulic braking torque Thyd_b is obtained by subtracting the effective regenerative braking torque Tmot_r from the driver requested total braking torque Treq. For this reason, as shown in FIG. 7, when the effective regenerative braking torque Tmot_r has a delay element with respect to the final target regenerative braking torque Tmot_f, the actual hydraulic pressure response braking torque is set to the basic target hydraulic braking. It can be delayed from the torque Thyd_b. As a result, the actual rise of the hydraulic pressure response braking torque can be made to correspond to the decrease timing of the effective regenerative braking torque Tmot_r, and the feeling of missing the deceleration of the vehicle can be further improved.

(2) The braking torque control device of the embodiment includes:
The final target regenerative braking torque calculation unit (S3) includes a dead time calculation unit (S303) that calculates a dead time tdead required until the hydraulic pressure is actually generated from the command output in the hydraulic braking device A, and the hydraulic braking device. And a response delay calculation unit (S304) for calculating a response delay Tmot_d in A, and the dead time calculation unit (S303) sets the dead time tdead to 0 when the generated hydraulic pressure of the hydraulic braking device A is greater than zero. It is characterized by doing.

In a state where no hydraulic pressure is generated in the wheel cylinder 2, even if a hydraulic pressure command is issued, a dead time tdead such as a pad knockback and a time until the reservoir port of the master cylinder 7 is closed occurs. Therefore, in this case, by setting a delay corresponding to the dead time tdead in the final target regenerative braking torque Tmot_f, it is possible to suppress the occurrence of the above-described feeling of deceleration loss.
In contrast, if the hydraulic pressure is already generated in the wheel cylinder 2, this dead time tdead is not generated. Therefore, when the generated hydraulic pressure of the hydraulic braking device A is larger than 0, the dead time tdead is set to 0, thereby making it possible to perform control in accordance with the actual response.

(3) The braking torque control device according to the embodiment includes:
The final target regenerative braking torque calculation unit (S3) is characterized in that the smaller of the driver request total braking torque Treq and the final target regenerative braking torque Tmot_f is set as the final target regenerative braking torque Tmot_f (S307).

As described above, in the embodiment, the final target regenerative braking torque Tmot_f is calculated by adding the amount (Δmot) in consideration of the hydraulic pressure delay of the hydraulic braking device A to the basic target regenerative braking torque Tmot_b.
For this reason, when the driver reduces the depression of the brake pedal 5, the driver requested total braking torque Treq may be lower than the final target regenerative braking torque Tmot_f. In this case, a regenerative braking torque larger than the driver requested total braking torque Treq may be generated to give the driver a feeling of dragging the braking force.
On the other hand, in the present embodiment, when the driver requested total braking torque Treq is rapidly reduced by selecting low the driver requested total braking torque Treq and the final target regenerative braking torque Tmot_f, the driver requested total braking torque Treq is set to the final target The regenerative braking torque is Tmot_f.
Therefore, when the driver-requested total braking torque Treq is suddenly reduced, the final target regenerative braking torque Tmot_f is decreased accordingly, and it is possible to prevent the driver from feeling dragging the braking force.

(4) The braking torque control apparatus of the embodiment
The final target regenerative braking torque Tmot_b is used as the final target regenerative braking torque Tmot_f when the final target regenerative braking torque calculating unit (S3) decreases the hydraulic braking torque while increasing the regenerative braking torque. S306).

Therefore, when the hydraulic braking torque is increased while reducing the regenerative braking torque as in (1) above, the above-described deceleration missing feeling is obtained using the final target regenerative braking torque Tmot_f having a delay. Can be suppressed.
On the other hand, when decreasing the hydraulic braking torque while increasing the regenerative braking torque, the hydraulic braking device A has already generated the braking hydraulic pressure and has high responsiveness. Therefore, the basic target regenerative braking without delay is provided. Even when the torque Tmot_b is used, there is no feeling that the deceleration is zero. And it can suppress that a regeneration area | region is reduced by using the basic target regenerative braking torque Tmot_b which does not give this delay.

(5) The braking torque control device of the embodiment includes:
The final target regenerative braking torque calculating unit (S3) compares the basic target regenerative braking torque Tmot_b with the final target regenerative braking torque Tmot_f, and if the final target regenerative braking torque Tmot_f exceeds the basic target regenerative braking torque Tmot_b, If the regenerative braking torque Tmot_f is used as it is and the final target regenerative braking torque Tmot_f is lower than the basic target regenerative braking torque Tmot_b, the basic target regenerative braking torque Tmot_b is used as the final target regenerative braking torque Tmot_f (S306).
Therefore, as described above, as the final target regenerative braking torque Tmot_f, the final target regenerative braking torque Tmot_f having a delay when the hydraulic brake device A is increased is used, and the basic target regenerative braking is performed when the hydraulic brake device A is decreased. Torque Tmot_b can be used.
In the present embodiment, such determination processing according to the pressure increase and decrease of the hydraulic braking device A can be performed simply by comparing the final target regenerative braking torque Tmot_f and the basic target regenerative braking torque Tmot_b. It is possible to simplify the configuration for performing determination processing according to such boosting and stepping down.

(6) The braking torque control device of the embodiment includes:
The hydraulic braking device A includes an electric booster (boost device) 6, and the response delay calculation unit (S 304) is set in an n-order delay system corresponding to the boost performance of the electric booster 6.

  The response delay Tmot_d of the hydraulic braking device A is generated as a comprehensive result such as piping flow path resistance, flow path orifice resistance, motor inertia, inrush current countermeasure, hydraulic pressure servo control, and the like. However, it is computationally intensive to model all of these and build an inverse operation model. Accordingly, the servo performance of the electric booster 6 of the hydraulic braking device A is configured to be a second-order lag system, and the response delay calculation is also calculated with the second-order lag, thereby reducing the calculation load. In this case, the calculation load can be further reduced by using the second-order lag system as compared with the third-order or more delay system.

(7) The braking torque control device according to the embodiment
In the final target regenerative braking torque calculation unit (S3), the regenerative minimum vehicle speed Vlim is set in advance, and the final target regenerative braking torque Tmot_f having a delay even when the vehicle speed V falls below the regenerative minimum vehicle speed Vlim is 0 or more. When it is determined that the vehicle has a final target regenerative braking torque limiting unit (S305) that sets the final target regenerative braking torque Tmot_f to 0 before reaching the regenerative minimum vehicle speed Vlim.

Since the final target regenerative braking torque Tmot_f adds a delay to the basic target regenerative braking torque Tmot_b, if the final target regenerative braking torque Tmot_f remains in the extremely low vehicle speed range, vibrations of the motor / generator 4 and the like are generated. There is a risk of inviting.
On the other hand, in the present embodiment, if the final target regenerative braking torque Tmot_f is 0 or more even if the vehicle speed V falls below the regenerative minimum vehicle speed Vlim, the final target regenerative braking torque Tmot_f is set to 0 until the regenerative minimum vehicle speed Vlim is reached. By doing so, the malfunction can be prevented.

(8) The braking torque control device according to the embodiment includes:
The final target regenerative braking torque limiting unit (S3) has a regenerative braking torque limit value Tlim_min of a regenerative braking torque limiting gradient that becomes 0 toward the minimum regenerative vehicle speed Vlim according to the current vehicle speed V, and delays the delay. When the provided final target regenerative braking torque Tmot_f exceeds the regenerative torque limit value Tlim_min, the final target regenerative braking torque Tmot_f is set to the regenerative torque limit value Tlim_min.

  Thus, by setting the regenerative braking torque to 0 linearly toward the regenerative minimum vehicle speed Vlim, discontinuous fluctuations in the regenerative braking torque / hydraulic braking torque can be prevented.

(9) The braking torque control device according to the embodiment
The final target regenerative braking torque limiting unit (S3) is characterized in that the regenerative braking torque limiting gradient is set so that the gradient increases as the deceleration increases according to the wheel speed deceleration.

At the time of high deceleration, the vehicle speed V decreases at a stretch, and when the regeneration is limited at a constant gradient, the final target regenerative braking torque Tmot_f is commanded below the minimum regenerative vehicle speed Vlim, and the motor / generator 4 vibrations as described above, etc. May be incurred.
On the other hand, in the present embodiment, at the time of high deceleration, the regenerative braking torque limit gradient is changed gently so that the regenerative braking torque can be reduced to 0 without falling below the minimum regenerative vehicle speed Vlim. The vibration of the generator 4 can be suppressed.

  As described above, the braking torque control device of the present invention has been described based on the embodiment. However, the specific configuration is not limited to this embodiment, and the invention according to each claim of the claims. Design changes and additions are allowed without departing from the gist.

  In the embodiment, the example in which the braking torque control device of the present invention is applied to an electric vehicle has been shown. However, the application target of the present invention is a vehicle including a hydraulic braking device and a regenerative braking device, It is not limited to electric vehicles. For example, in a so-called hybrid vehicle equipped with an engine and a motor / generator as a drive source for the drive wheels, or a vehicle that can drive the drive wheels only by the driving force of the engine but can perform regenerative braking. Can also be applied.

  In the embodiment, the process of steps S1 to S3 and S6 to S8 shown in FIG. 2 is performed in the brake control unit 10, and steps S4 and S5 are performed in the motor control unit 11. The portion for executing such processing is not limited to that shown in the embodiment, and all these processing may be executed by the same control unit, and further, the hydraulic braking device A and the regenerative braking device. The output to B may be performed from the control unit.

  In the embodiment, the regenerative braking device B exemplifies a single vehicle, but is not limited thereto. For example, the present invention can be applied to in-wheel motor vehicles, left and right independent motor vehicles, front and rear independent motor vehicles, and the like. In that case, the processing of steps S4 and S5 is executed by the control unit of each system and output to the drive system of each system.

  In the embodiment, the hydraulic braking device A is operated as one system, but in order to further increase the hydraulic pressure responsiveness, the rear of the rear wheel having high liquid rigidity (low consumption liquid amount) is first. The pressure may be increased and gradually shifted to four-wheel hydraulic braking so that the total braking force does not change. In that case, the response characteristic of the hydraulic braking device A calculated in step S304 can be dealt with by correcting it so as to correspond to each control system. The same applies to the case where the pressure is raised from the regenerative braking wheel and then gradually shifted to four-wheel braking in order to reduce the change in the braking posture of the vehicle.

  Further, in the embodiment, the final target regenerative braking torque calculation unit considers the dead time and the response delay when giving the delay considering the hydraulic pressure response delay in the hydraulic braking device. Only time or response delay may be considered.

  In the embodiment, the final target regenerative braking torque with a delay when the hydraulic brake device is boosted is used as it is as the final target regenerative braking torque according to the pressure increase and decrease of the hydraulic brake device, or the basic target regenerative braking torque is used. The determination of whether to replace the braking torque is performed by selecting high between the final target regenerative braking torque and the basic target regenerative braking torque (S306). However, the present invention is not limited to this, and the above selection may be made by making a pressure increase / decrease determination based on detection of the pressure of the hydraulic braking device.

1 Drive wheel 5 Brake pedal 6 Electric booster (boost device)
7 Master cylinder 10 Brake control unit (required total braking force detection device, braking torque control unit, basic target regenerative braking torque calculating unit, final target regenerative braking torque calculating unit, basic target hydraulic braking torque calculating unit, hydraulic braking torque command Value calculation section)
11 Motor control unit (execution regenerative braking torque calculator)
101 Stroke sensor (required total braking force detection device)
A Hydraulic braking device B Regenerative braking device

Claims (9)

  1. A requested total braking force detection device for detecting a driver requested total braking torque in a vehicle;
    A regenerative braking device that controls regenerative braking torque applied to the wheels of the vehicle;
    A hydraulic braking device for controlling a hydraulic braking torque applied to the wheel;
    A braking torque control unit for controlling the regenerative braking torque and the hydraulic braking torque by outputting a command value to the regenerative braking device and the hydraulic braking device during a braking operation of the driver;
    A braking torque control device comprising:
    The braking torque control unit
    A basic target regenerative braking torque calculator for calculating a basic target regenerative braking torque according to the driver-requested total braking torque;
    When the hydraulic braking torque is increased while decreasing the regenerative braking torque, the final target regenerative braking with a delay in consideration of the hydraulic response delay in the hydraulic braking device with respect to the basic target regenerative braking torque. A final target regenerative braking torque calculation unit for calculating torque;
    An execution regenerative braking torque calculating unit that receives the final target regenerative braking torque and calculates an actual regenerative braking torque that is actually regenerated;
    A basic target hydraulic braking torque calculator that uses a value obtained by subtracting the effective regenerative braking torque from the driver requested total braking torque as a basic target hydraulic braking torque;
    Final target hydraulic braking torque that calculates a final target hydraulic braking torque by adding a value obtained by subtracting the basic target regenerative braking torque from the final target regenerative braking torque to the basic target hydraulic braking torque An arithmetic unit;
    A hydraulic braking torque command value calculation unit that uses the final target hydraulic braking torque as a command value of the hydraulic braking torque;
    A braking torque control device comprising:
  2. In the braking torque control device according to claim 1,
    The final target regenerative braking torque computing unit computes a dead time computing unit that computes a dead time required for actual hydraulic pressure to be generated from a command output in the hydraulic braking device, and calculates a response delay in the hydraulic pressure control device A braking delay control unit, wherein the dead time calculation unit sets the dead time to zero when the hydraulic pressure generated by the hydraulic braking device is greater than zero.
  3. In the braking torque control device according to claim 1 or 2,
    The final target regenerative braking torque calculating unit uses the smaller of the driver required total braking torque and the final target regenerative braking torque as the final target regenerative braking torque.
  4. In the braking torque control device according to any one of claims 1 to 3,
    The final target regenerative braking torque calculating unit uses the basic target regenerative braking torque as the final target regenerative braking torque when decreasing the hydraulic braking torque while increasing the regenerative braking torque. Braking torque control device.
  5. The braking torque control device according to claim 4, wherein
    The final target regenerative braking torque calculation unit compares the basic target regenerative braking torque with the final target regenerative braking torque, and when the final target regenerative braking torque exceeds the basic target regenerative braking torque, the final target regenerative braking torque. A braking torque control apparatus using the basic target regenerative braking torque as the final target regenerative braking torque when the braking torque is used as it is and the final target regenerative braking torque is lower than the basic target regenerative braking torque.
  6. In the braking torque control device according to claim 2,
    The hydraulic braking device includes a booster,
    The braking torque control device according to claim 1, wherein the response delay calculation unit is configured by an n-order delay system corresponding to a boost performance of the booster.
  7. The braking torque control device according to any one of claims 1 to 6,
    The final target regenerative braking torque calculation unit sets the regenerative minimum vehicle speed in advance, and determines that the final target regenerative braking torque is 0 or more even when the vehicle speed falls below the minimum regenerative vehicle speed. A braking torque control apparatus comprising: a final target regenerative braking torque limiting unit that sets the final target regenerative braking torque to 0 before the lowest possible vehicle speed.
  8. The braking torque control device according to claim 7, wherein
    The final target regenerative braking torque limiting unit has a regenerative torque limit value of a regenerative braking torque limit gradient that becomes 0 toward the minimum regenerative vehicle speed according to the current vehicle speed, and the final target regenerative braking torque When the value exceeds the limit value, the final target regenerative braking torque is set to the regenerative torque limit value.
  9. The braking torque control device according to claim 8, wherein
    The final target regenerative braking torque limiting unit is configured to set the regenerative braking torque limiting gradient so that the gradient increases as the deceleration increases according to the wheel speed deceleration.
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PCT/JP2012/082482 WO2013089225A1 (en) 2011-12-16 2012-12-14 Braking torque controller

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