JP4732003B2 - Driving force control device for electric vehicle - Google Patents

Description

  The present invention relates to a driving force control device for an electric vehicle that transmits at least driving force of a motor to wheels.

  In recent years, vehicles such as automobiles are equipped with a motor that generates driving force by the power from the battery, in order to promote low-pollution and resource-saving, for vehicles equipped with an engine powered by gasoline or the like as a power source. Electric vehicles, and electric vehicles such as hybrid vehicles that are equipped with a motor in addition to an engine and use both the engine and the motor are in the stage of practical use.

  Since this type of electric vehicle is capable of regenerative braking by a motor, an electronically controlled brake system (EBS) that electronically controls the brake pressure in accordance with the depression force of the brake pedal is often employed. However, when an anti-lock brake system (ABS) is used in combination with this electronically controlled brake system, it is necessary to smoothly switch between regenerative braking by the motor and ABS control.

For this reason, in Patent Document 1, when the pressure reduction after the start of the ABS control is detected, the regenerative braking torque is zeroed and the regenerative cooperative brake control is terminated, so that the brake pedal is switched when the regenerative braking mode is switched to the ABS mode. A technique for reducing the shock and ensuring the opportunity of the regenerative braking mode at the time of normal braking that does not require decompression is disclosed.
JP 2000-270406 A

  However, when the brake pressure is reduced by operating the ABS, if the regenerative braking is only stopped, there is a possibility that the wheel rotation recovery in the locked state may be delayed due to the influence of the vehicle speed, the road surface condition, etc. The effect of slip controllability may not always be obtained sufficiently.

  The present invention has been made in view of the above circumstances, and the rotation of the wheel in the locked state is quickly restored, and the response of the antilock brake control and the direction stability during the operation of the antilock brake are ensured while ensuring sufficient brake performance. It is an object of the present invention to provide a driving force control device for an electric vehicle that can improve performance.

In order to achieve the above object, a driving force control apparatus for an electric vehicle according to the present invention includes an electronically controlled brake system that transmits at least a driving force of a motor to a wheel and electronically controls a pressure of a brake system, and the wheel by braking. An anti-lock brake system for determining the lock state of the wheel and adjusting the brake pressure of the wheel, wherein the vehicle body speed when the wheel is determined to be locked is changed to the wheel speed. Means for setting the target rotational speed of the motor by multiplying the target wheel speed corresponding to the estimated vehicle body speed by the reduction ratio from the motor to the axle, and the antilock brake system is operated to when in the braking pressure of the wheel in a vacuum mode in which vacuum stops regenerative braking by the motor, the rotational inertia of the wheel in the locked state The serial target wheel speed and the driving torque obtained by multiplying the difference between the actual wheel speed, characterized in that a means for up wheel speed of the wheel in the locked state is generated in the motor.

  The driving force control device for an electric vehicle according to the present invention can restore the rotation of the wheel in the locked state at an early stage, while ensuring sufficient braking performance and the response of the anti-lock brake control and the anti-lock brake operation. Directional stability can be improved.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 relate to an embodiment of the present invention, FIG. 1 is a system configuration diagram of a hybrid vehicle, FIG. 2 is a system diagram of an electronically controlled brake, and FIG. 3 is a block diagram of an HEV motor control system and a brake control system. FIG. 4 is an explanatory diagram showing an example of characteristics of a braking force map, FIG. 5 is an explanatory diagram showing an example of characteristics of a driving torque map, and FIG. 6 is a flowchart of a wheel speed return control routine.

  The present invention includes an electric vehicle equipped with a motor that generates a driving force by power from a battery, an engine and a motor that use gasoline as fuel, and generates the driving force of at least one of the engine and the motor. FIG. 1 illustrates an example in which the present invention is applied to a hybrid vehicle 1 as an electric vehicle.

  The hybrid vehicle 1 of this embodiment has two drive motors, a front motor 5 connected to the engine 2 at the front of the vehicle via a transmission 4 and a rear motor 7 connected to a rear reduction differential mechanism 6. A motor is mounted, and the driving force of at least one of the engine 2 and the front motor 5 is transmitted from the transmission 4 to the left and right front wheels FtLH and FtLH via the front axle 8, and the driving force of the rear motor 7 is reduced by a deceleration difference. This is a four-wheel drive vehicle that transmits driving force from the moving mechanism 6 to the left and right rear wheels RrLH and RrRH via the rear axle 9. A clutch 3 that interrupts the driving force of the engine 2 is interposed between the engine 2 and the transmission 4.

  Further, the hybrid vehicle 1 includes an engine / transmission controller (EG & TM_ECU) 50 that controls the engine 2 and the transmission 4 as an electronic control system, a brake controller (BRK_ECU) 60 that controls an electronically controlled brake system (EBS) described later, A central hybrid controller (HEV_ECU) 70 that controls the front motor 5 and the rear motor 7 and controls the entire system is provided. Each controller is configured with various interfaces and peripheral circuits centered on a microcomputer, and is connected to be capable of bidirectional communication via a communication bus 80 such as a CAN (Controller Area Network). Sensing information related to is exchanged.

  The engine / transmission controller 50 receives the control command from the central hybrid controller 70 and controls the engine 2 and the transmission 4. As engine control, parameters such as throttle opening, ignition timing, fuel injection amount and the like are calculated based on signals from various sensors and switches for detecting the operating state of the engine 2, and actuators are controlled by control signals of these parameters. The driving state of the engine 2 is controlled so that the driving force of the engine 2 matches the control command value. As the transmission control, the hydraulic pressure of the transmission 4 is controlled, and the shift determined based on the shift stage determined according to the driving state, for example, the shift map based on the accelerator opening (accelerator pedal stroke) and the vehicle speed. Switch control to the stage.

  The brake controller 60 performs brake control by an electronically controlled brake system under cooperative control with the regenerative braking of the motor by the hybrid controller 70 in accordance with the depression force of the brake pedal. In this brake control, signals from wheel speed sensors 10 and 11 for detecting the rotation (wheel speed) of the left and right front wheels FtLH and FtRH, and wheel speed sensors 12 and 13 for detecting the rotation of the left and right rear wheels RrLH and RrRH are used. Based on this, the slip of the wheel is monitored, and if the slip ratio of the wheel exceeds a predetermined determination value, it is determined that the wheel is in a locked state, and control for the anti-lock brake system (ABS) is executed. Hereinafter, a case where the slip ratio of the wheel exceeds a predetermined determination value is simply expressed as “the wheel is locked”.

  The hybrid controller 70 includes a front rotation sensor 14 that detects the rotation of the front motor 5, a rear rotation sensor 15 that detects the rotation of the rear motor 7, and other various sensors and switches (not shown) that detect a driving state including a driving operation of the driver. A signal from the vehicle is input to calculate the required driving torque of the vehicle according to the driver's request. Then, the required drive torque is appropriately distributed to the engine 2, the front motor 5 and the rear motor 7, and a control command is output to the engine / transmission controller 50, and the front motor 5 and the rear motor 7 are respectively connected via inverters 16 and 17. Drive control.

  When the hybrid controller 70 recognizes that braking is started based on the control information from the brake controller 60, the clutch 3 is released to disconnect the output of the engine 2, and only the motor by regenerative braking of the front motor 5 and the rear motor 7 is used. Switch to driving. In running with only this motor, when the wheel is locked by the brake, the regenerative braking for the locked wheel is stopped, and a relatively large driving torque TMM is generated in accordance with the timing of brake pressure reduction by the ABS. The wheel speed return control is executed to return the rotated wheel at an early stage.

  In other words, conventionally, when the wheel is locked by the brake, the ABS is operated to reduce the brake pressure. However, only by reducing the brake pressure or stopping the regeneration, the rotation of the locked wheel can be returned to the vehicle speed, road surface condition, etc. In some cases, a sufficient effect cannot always be obtained. Therefore, the hybrid controller 70 not only passively reduces the brake pressure with respect to the locked wheel, but also positively applies the drive torque TMM to the locked wheel while stopping regeneration and reducing the brake pressure. Promote return.

  At this time, in order to increase the effect of rotation recovery, a minute driving torque TMmin is applied in order to suppress mechanical response delay due to backlash of the driving system at the time of pressurization after the brake pressure reduction by ABS, Furthermore, when this minute driving torque TMmin occurs, the brake control pressure is increased by the minute driving torque TMmin, and even if the driver senses slip and depresses the brake pedal, Ensure braking force.

  Here, an electronically controlled brake system (EBS) of this embodiment with an ABS will be described. As shown in FIG. 2, the electronically controlled brake system of the present embodiment is independent of the brake line BL1 corresponding to the left front wheel FtLH and the left rear wheel RrLH and the brake line BL2 corresponding to the right front wheel FtRH and the right rear wheel RrRH. Two hydraulic lines are provided.

  In the brake line BL1, the wheel cylinder line W1Ft connected to the wheel cylinder 20 of the left front wheel FtLH and the wheel cylinder line W1Rr connected to the wheel cylinder 21 of the left rear wheel RrLH are merged, and further, the upstream side of the merge point is A master cylinder line MC1 that guides the hydraulic pressure from one cylinder of the tandem master cylinder-integrated hydro booster 30, and one control pressure line EB1 that guides the control pressure from the pressure source formed by the electric pump 31 and the accumulator 32. It is branched and formed.

  The brake line BL2 is a combination of a wheel cylinder line W2Ft connected to the wheel cylinder 22 of the right front wheel FtRH and a wheel cylinder line W2Rr connected to the wheel cylinder 23 of the right rear wheel RrRH. The upstream side is branched into a master cylinder line MC2 that guides the hydraulic pressure from the other cylinder of the hydro booster 30 and another control pressure line EB2 that guides the control pressure from the pressure source formed by the electric pump 31 and the accumulator 32. Is formed.

  Each wheel cylinder line W1Ft, W1Rr, W2Ft, W2Rr is provided with ABS pressurization valves SV1, SV2, SV3, SV4 for pressurizing the brake pressure to the respective wheel cylinders. The wheel cylinder lines W1Ft, W1Rr, W2Ft, and W2Rr are branched between the ABS pressurizing valves SV1 to SV4 and the wheel cylinders 20 to 23, respectively, and ABS pressure reducing valves SV5 for reducing the brake pressure, respectively. It is joined to the decompression line L3 via SV6, SV7, and SV8, and is connected to a reservoir 33 that stores brake fluid supplied to the hydrobooster 30 and the accumulator 32.

  The hydro booster 30 includes a booster unit (B) that amplifies the depression force of the brake pedal 34, a regulator unit (R) that regulates the hydraulic pressure from the two master cylinder units and the accumulator 32 and feeds back to the booster unit (B). It is arranged on the same axis. One master cylinder portion of the hydro booster 30 is connected to a merging portion of the wheel cylinder lines W1Ft and W1Rr via a switching valve SV9 interposed in the master cylinder line MC1, and the other master cylinder portion is connected to the master cylinder line MC2. Are connected to a merging portion of the wheel cylinder lines W2Ft and W2Rr via a stroke simulator 35 and a switching valve SV10.

  In addition, pressure sensors (MC pressure sensors) 36 and 37 for detecting the hydraulic pressure from the master cylinder portion are attached to the upstream sides of the switching valves SV9 and SV10 in the master cylinder lines MC1 and MC2. The pressures detected by these MC pressure sensors 36 and 37 are used as the pedal effort of the brake pedal 34 by the driver's brake operation, and the brake pressure corresponding to the pedal effort is determined.

  The stroke simulator 35 includes a cylinder and a compression spring. When the EBS is activated, the stroke simulator 35 increases or decreases the volume of the pressure chamber formed in the cylinder in accordance with the brake pressure, so that a natural feeling with respect to the stroke of the brake pedal 34 is achieved. Is to get.

  On the other hand, the brake fluid stored in the reservoir 33 is pumped to the accumulator 32 by the electric pump 31. The pressure accumulated in the accumulator 32 is detected by the pressure sensor 38, and when the detected pressure becomes equal to or lower than the set value, the electric pump 31 is driven and pressurized until the pressure in the accumulator 32 reaches the set pressure.

  The downstream side of the accumulator 32 is connected to the regulator section (R) of the hydro booster 30 and to the linear control pressurizing valve LSV1. The downstream side of the linear control pressurizing valve LSV1 is connected to the reservoir 33 via the linear control pressure reducing valve LSV2, and is connected to the control pressure lines EB1 and EB2 via switching valves SV12 and SV13, respectively. .

  The linear control pressure increasing valve LSV1 and the linear control pressure reducing valve LSV2 are control valves that linearly change the passage opening, and are pressure sensors (WC pressure) mounted immediately downstream of the switching valves SV12 and SV13 of the control pressure lines EB1 and EB2. It is controlled based on signals from sensors 39 and 40. That is, the high hydraulic pressure accumulated in the accumulator 32 is regulated by the linear control pressure increasing valve LSV1 and the linear control pressure reducing valve LSV2, and the actual wheel cylinder pressure of each wheel cylinder 20-23 detected by the WC pressure sensors 39, 40 is the target. Control to match the value.

  In this embodiment, when there is no abnormality in the system, the switching valves SV9 and SV10 of the master cylinder lines MC1 and MC2 are closed and the switching valves SV12 and SV13 of the control pressure lines EB1 and EB2 are opened. It is said. For this reason, when the master cylinder pressure increases due to the depression of the brake pedal 34, the brake fluid in the master cylinder flows into the stroke simulator 35, while the depression of the brake pedal 34 is released and the master cylinder pressure decreases, the stroke The brake fluid in the simulator 35 flows into the master cylinder. Therefore, in a state where the switching valves SV9 and SV10 are closed, a stroke corresponding to the pedal depression force can be generated for the brake pedal 34 by the compression spring characteristic in the stroke simulator 35.

  When a system abnormality is detected, the switching valves SV12 and SV13 are closed and the switching valves SV9 and SV10 are opened. Therefore, the master cylinder line MC1 is communicated with the wheel cylinder lines W1Ft and W1Rr, and the master cylinder line MC2 is communicated with the wheel cylinder lines W2Ft and W2Rr to increase the wheel cylinder pressure of each wheel cylinder 20-23 to the master cylinder pressure. Safety is ensured.

  The upstream side pressure and downstream side pressure of the switching valves SV9 and SV10, that is, the pressure on the master cylinder side and the pressures on the control pressure lines EB1 and EB2 are always maintained at substantially the same pressure, resulting in a system malfunction. Backs up so that reliable and quick brake operation is possible even when it occurs.

  Next, functions related to brake control by the brake controller 60 and the hybrid controller 70 will be described with reference to the block diagram of FIG.

  The brake controller 60 includes a target hydraulic pressure calculation unit 61, a low-pass filter 62, an actual average hydraulic pressure calculation unit 63, and a linear control valve command value calculation unit 64 as an EBS control function, and an ABS control unit 65 as an ABS control function. An ABS control valve command value calculation unit 66 is provided. The ABS control unit 65 includes a slip detection calculation unit 65a, an estimated vehicle speed calculation unit 65b, and a deceleration calculation unit 65c.

  The target hydraulic pressure calculation unit 61 detects the pedal depression force when the driver depresses the brake pedal 34 as the pressures of the master cylinder lines MC1 and MC2 by the MC pressure sensors 36 and 37, and a request system corresponding to the pedal depression force. The target braking force is determined based on the power and the braking force based on the motor regeneration information transmitted from the hybrid controller 70 via the communication bus 80 and a hydraulic pressure increase command described later. And the target value (target hydraulic pressure) of the wheel cylinder pressure applied to each wheel cylinder 20-23 corresponding to this target braking force is calculated.

  The braking force corresponding to the pedal effort can be determined with reference to, for example, a map illustrated in FIG. In the example of FIG. 4, the braking force is increased linearly with a large gradient in the first half with respect to the pedal depression force, so that it is possible to reliably cope with sudden braking.

  The low-pass filter 62 removes pulsation components and noise components included in the signals of the WC pressure sensors 39 and 40, and the actual average hydraulic pressure calculation unit 63 processes the signal that has passed through the low-pass filter, and each wheel The actual average hydraulic pressure of the brake fluid in the cylinders 20 to 23 is calculated.

  The linear control valve command value calculation unit 64 is accumulated in the accumulator 32 based on the deviation err between the target hydraulic pressure calculated by the target hydraulic pressure calculation unit 61 and the actual average hydraulic pressure detected by the actual average hydraulic pressure calculation unit 63. The control command value for the linear control pressure increasing valve LSV1 and the linear control pressure reducing valve LSV2 for adjusting the pressure is calculated. Based on this control command value, the opening degree of the linear control pressure increasing valve LSV1 and the linear control pressure reducing valve LSV2 is varied, and feedback control is performed so that the actual average hydraulic pressure of each wheel cylinder 20-23 converges to the target hydraulic pressure.

  The ABS control unit 65 detects the slip of the wheel based on the signals of the four-wheel wheel speed sensors 10 to 13 in the slip detection calculation unit 65a, and if the wheel slip rate exceeds a predetermined determination value, the ABS lock judge. Further, an estimated vehicle speed calculation 65b calculates an estimated vehicle speed obtained by estimating the vehicle body speed based on signals from the four-wheel wheel speed sensors 10-13. For example, the estimated vehicle speed is calculated by enclosing the maximum speed with respect to a change in the wheel speed of four wheels. Further, the deceleration calculation unit 65c calculates the deceleration of the vehicle body based on the signal from the acceleration sensor 19.

  Further, when the ABS control unit 65 detects that any of the wheels is locked based on the signals of the four wheel speed sensors 10 to 13, the ABS control unit 65 drives the ABS pressurizing valves SV1 to SV4 and the ABS pressure reducing valves SV5 to SV8. The ABS control mode is determined. The ABS control mode includes a pressure reduction mode for reducing the wheel cylinder pressure of a locked wheel, a holding mode for holding the wheel cylinder pressure, and a pressure mode for repressurizing the reduced wheel cylinder pressure. The state of transition in a short time is repeated.

  The ABS control valve command value calculation unit 66 calculates command values for the pressurization valves (ABS pressurization valves SV1 to SV4) and pressure reduction valves (ABS pressure reduction valves SV5 to SV8) according to the ABS control mode determined by the ABS control unit 65. In response to each ABS control mode, the valve is switched between opening and closing in a short time. That is, in the decompression mode, the pressurization valve corresponding to the locked wheel is closed and the corresponding decompression valve is opened, and in the hold mode, the corresponding pressurization valve and the decompression valve are both held closed to pressurize. In the mode, the operation of opening the corresponding pressurizing valve is switched while the corresponding pressure reducing valve is closed.

  The brake controller 60 having the above functions transmits control information such as a brake signal, a regeneration command value, an ABS operation signal, an ABS operation state, an estimated vehicle speed, and the like to the hybrid controller 70 via the communication bus 80. The brake signal is a signal indicating that the driver's brake operation has been detected based on the signals of the MC pressure sensors 36 and 37, and the ABS operation signal is one of the ABS pressurization valves SV1 to SV4 being closed. This is a signal for setting the ABS operation in a state (a state in which all four wheels are not in the pressure mode). Further, the ABS operation state is information on which of the control states of the decompression / holding / pressurization mode.

  The functions related to the brake control of the hybrid controller 70 are roughly divided into a drive control unit 71 and an inverter command value calculation unit 72. The drive control unit 71 includes a target drive / regenerative torque calculation unit 71a and a target motor rotation number calculation unit 71b.

  The target drive / regenerative torque calculation unit 71a detects from the accelerator sensor 45 that detects the amount of depression of the accelerator pedal (accelerator pedal stroke) during normal travel when the brake pedal 34 is not depressed and no brake signal is input from the brake controller 60. Based on this signal, a required drive torque corresponding to the driver's accelerator operation is calculated, and this required drive torque is distributed to the engine torque and the motor torque. Then, a drive torque command value based on a distribution ratio between the engine torque and the motor torque is output to the engine / transmission controller 50 and the inverter command value calculation unit 72, and engine control (shift control) by the engine / transmission controller 50 is executed. Both control the drive of the front motor 5 and the rear motor 7 by the control command value from the inverter command value calculation unit 72.

  The required drive torque corresponding to the accelerator operation can be determined with reference to, for example, a map illustrated in FIG. In the example of FIG. 5, the drive torque is increased linearly with respect to the accelerator pedal stroke, and the increase ratio of the drive torque is suppressed in an area that exceeds the predetermined accelerator pedal stroke in consideration of engine characteristics and motor power consumption. It is set to the characteristic to be.

  When a brake signal is input from the brake controller 60, the ABS operating state is referred to. When the ABS is not operating, the motor regeneration torque is calculated and output to the inverter command value calculating unit 72, and the brake controller The motor regeneration information is transmitted to 60.

  Further, when the ABS control is started by the brake controller 60, the regeneration of the locked wheel is stopped, and the process shifts to the wheel speed return control for returning the rotation. This wheel speed return control basically accelerates the slipped wheel speed ω0 as quickly as possible by applying a relatively large motor driving torque TMM to the locked wheel, and the target wheel speed corresponding to the estimated vehicle speed V. The motor drive torque TMM calculated by the target drive / regenerative torque calculation unit 71a and the target motor rotation number ωM calculated by the target motor rotation number calculation unit 71b are executed by feedforward control. Is done.

In this embodiment, the drive torque to be applied to the motor is determined according to the “law of energy” from the actual wheel speed (actual slip wheel speed) ω0 at the start of applying the drive torque to the rotational inertia IW of the slipping drive system. Based on the following equation (1) describing the relationship of acceleration to the wheel speed ω, the following equation (2) is derived from the equation (1), and is proportional to the deviation between the target wheel velocity ω and the actual wheel velocity ω0. The additional drive torque MW is set so as to be given for a certain time t.
1/2 · IW · (ω ² −ω0 ² ) = Mw · φ = MW · 1/2 · (ω + ω0) · t (1)
Where φ: Torque addition rotation angle
t: Torque addition time IW · (ω−ω0) = MW · t (2)

The driving torque TMM actually applied to the motor is set in consideration of the reduction ratio i to the axle, the number of slip wheels, and the slip ratio (ω−ω0 / ω). That is, the additional drive torque MW is obtained as an additional drive torque Mj (subscript j indicates a value for each wheel) obtained by applying the above energy formula for each of the left and right wheels and the drive shaft. As shown in the equation 3), the motor drive torque TMM is obtained as a value obtained by dividing the resultant force of the additional drive torque Mj for each wheel by the reduction ratio i. Further, the target motor rotation speed ωM is obtained by multiplying the target wheel speed ω by the reduction ratio i as shown in the following equation (4).
TMM = ΣMj / i (3)
ωM = ω × i (4)

  By the motor control based on the above drive torque TMM and the target motor rotation speed ωM, the rotation of the slipped (locked) wheel is restored and the ABS repressurization is started. Then, it again shifts to the ABS pressure reduction mode, and this is repeated thereafter. At this time, since the rotational inertia of the drive system is only accelerated, the motor maximum output is not exceeded.

  In the motor control described above, a minute driving torque TMmin is applied when the ABS is pressurized. The minute driving torque TMmin is a torque applied to compensate for a mechanical response delay due to backlash or the like in the driving system, and can speed up the subsequent rotation recovery of the wheel after releasing the brake pressure. In this embodiment, the minute driving torque TMmin is continuously applied every time the ABS is pressurized. However, the minute driving torque TMmin may be applied only during the initial period.

  Further, during the generation of the minute driving torque TMmin, a hydraulic pressure increase command is transmitted to the brake controller 60, and the brake control pressure by the EBS linear control pressure increasing valve LSV1 and the linear control pressure reducing valve LSV2 corresponds to the minute driving torque TMmin. The pressure is increased by the adjustment pressure ΔP. This is because even if the driver senses a slip and loosens the brake pedal 34, the wheel braking force at the time of ABS pressurization is ensured in the same manner as during normal ABS control.

In this case, the relationship between the adjustment pressure ΔP and the wheel position braking torque ΔTBminj corresponding to the minute driving torque TMmin is not a road surface friction coefficient μ depending on the road surface condition, but a brake mechanism as shown in the following equation (5). It is determined by the friction coefficient μgj of the friction material of the part.
ΔTBminj = ΔP · μgj · AWj · Rj (5)
AWj: Wheel cylinder area
Rj: Effective brake radius

Therefore, as shown in the following equation (6), the resultant force (braking force) of the wheel position braking torque ΔTBminj obtained by multiplying the minute driving torque TMmin by the reduction ratio i is the friction coefficient μgj of the friction material, the wheel cylinder area AWj, the brake Since the effective radius Rj is constant, it does not fluctuate due to the adjustment pressure ΔP.
TMmin · i = ΣΔTBminj (6)

  Specifically, the wheel speed return control described above is performed by a wheel speed return control routine of FIG. 6 executed by the hybrid controller 70 every predetermined time. Hereinafter, the wheel speed return control routine shown in the flowchart of FIG. 6 will be described.

  In this wheel speed return control routine, the presence or absence of a brake signal input from the brake controller 60 is checked in the first step S1. When no brake signal is input and no brake operation is performed by the driver, the process waits for input of the brake signal. When the brake signal is input, the process proceeds to step S2.

  In step S <b> 2, it is checked whether an ABS operation signal is input from the brake controller 60. When the ABS operation signal is not inputted, that is, when the wheel lock is not generated at the time of braking, the routine proceeds to the “regenerative braking control mode” routine, and when the ABS operation signal is inputted, that is, the wheel is locked at the time of braking. When this occurs, the process proceeds to step S3, and the ABS operating state (ABS control mode) is checked.

  As a result, when all of the four wheels are not in the decompression mode, the routine jumps from step S2 to step S8. When at least one wheel is in the decompression mode, the routine proceeds from step S2 to step S4, and the regeneration torque nulling command is set to zero Is output and wheel regeneration under the decompression mode is stopped, and then a wheel speed up drive torque command is output in step S5. This wheel speed up drive torque command is a control command for increasing the wheel speed of the locked wheel and promoting the rotation return by the feedforward control of the target motor rotational speed ωM and the drive torque TMM described above.

Thereafter, the process proceeds to step 6 to determine whether or not the motor rotational speed has reached the target motor rotational speed ωM. If the motor rotational speed has not reached the target motor rotational speed ωM, it waits for the elapse of time t set as the time for applying the drive torque TMM in step S7, and when the time t elapses or the motor rotational speed is the target motor. When the rotational speed ωM is reached, the process proceeds to step S8.
A minute drive torque command that gives a minute drive torque TMmin is output to compensate for a mechanical response delay of the drive system, and a brake fluid pressure up command signal is output to the brake controller 60 to generate a brake control during generation of the minute drive torque TMmin. Even when the pressure is increased and the driver senses a slip and loosens the brake pedal 34, the wheel braking force at the time of ABS pressurization is ensured in the same manner as during normal ABS control.

  Then, it progresses to step S9 and it is judged whether the ABS operation | movement was cancelled | released from the presence or absence of the ABS operation signal. If the ABS is still operating, the process returns to step S3 and repeats the above processing. When the ABS operation is canceled, the process proceeds to step S10 to cancel the correction by the driving torque TMM and the minute driving torque TMmin. And a hydraulic pressure up command release signal for releasing the increase in brake control pressure corresponding to the minute drive torque TMmin is output to the brake controller 60, and the routine is exited.

  As described above, in the present embodiment, the ABS operating state (depressurization / holding / pressurization mode) of each wheel is applied at the time of ABS operation during braking while using the existing electronically controlled brake system provided with ABS. Based on the information, a relatively large driving torque is applied to the slipped (locked) wheel to speed up the wheel rotation recovery. After the rotation recovery, a minute driving torque is applied and the brake control is performed by this minute driving torque. By increasing the pressure, it is possible to improve the ABS control responsiveness and the directional stability during ABS operation while ensuring sufficient braking performance.

  In an electric vehicle having a stability control device that controls the yaw behavior of the vehicle by automatic braking, it is possible to speed up the wheel speed return at the end of the stability control control and improve the yaw convergence.

Hybrid vehicle system configuration diagram System diagram of electronically controlled brake Block diagram of HEV motor control system and brake control system Explanatory drawing showing an example of the characteristics of the braking force map Explanatory diagram showing a characteristic example of the drive torque map Wheel speed return control routine flowchart

Explanation of symbols

5 Front motor 7 Rear motor 60 Brake controller 65 ABS controller 70 Hybrid controller 71a Regenerative torque calculator 71b Target motor speed calculator SV1 to SV4 ABS pressurizing valve SV5 to SV8 ABS pressure reducing valve IW Rotational inertia TMM Drive torque TMmin Minute drive torque V Estimated vehicle speed i Reduction ratio ω Target wheel speed ωM Target motor speed ω0 Actual wheel speed

Claims (5)

An electronically controlled brake system that transmits at least the driving force of the motor to the wheels and electronically controls the pressure of the brake system, and an anti-lock brake system that determines the lock state of the wheels by braking and adjusts the brake pressure of the wheels A driving force control device for an electric vehicle comprising:
The vehicle body speed when the wheel is determined to be locked is estimated based on the wheel speed, and the target wheel speed corresponding to the estimated vehicle body speed is multiplied by the reduction ratio from the motor to the axle. A means of setting
When it the anti-lock braking system is activated in vacuum mode for reducing the brake pressure of the wheel, stop the regenerative braking by the motor, Lock the target wheel speed rotational inertia of the wheel which is in click state and the actual A drive force control device for an electric vehicle, comprising: means for increasing a wheel speed of the wheel in a locked state by causing the motor to generate a drive torque obtained by multiplying a deviation from the wheel speed . The drive torque, the motor driving force control apparatus for an electric vehicle according to claim 1, wherein the generating until elapses or until a certain time reaches the target speed. When the upper Symbol antilock brake system is at the pressure mode re-pressurizing the brake pressure of the wheel, according to claim 1 or 2, characterized in that to generate the fine driving torque based on the mechanical response delay of the drive system The drive force control apparatus of the described electric vehicle. 4. The driving force control device for an electric vehicle according to claim 3 , wherein the minute driving torque is continuously generated when the brake pressure is repressurized by the operation of the anti-lock brake system. 5. The driving force control device for an electric vehicle according to claim 3, wherein the pressure of the brake system is increased by the minute driving torque while the minute driving torque is generated by the motor.

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