JP4882717B2 - Braking / driving force control device - Google Patents

Description

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

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

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

  The following Patent Document 2 describes a technology related to an electric vehicle that consumes the regenerative power by powering another motor with regenerative power from the regeneratively driven motor when the battery cannot be charged. Has been. Patent Document 3 below describes a technique related to an electric vehicle that performs only hydraulic braking without causing regenerative braking of a rear wheel when a regenerative braking system fails.

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

JP 7-99704 A JP-A-5-161210 JP 2000-108875 A

  Here, if an abnormality occurs in the hydraulic braking torque generator and the hydraulic braking torque cannot be sufficiently generated for a specific wheel, the deceleration may be lower than required in the vehicle. There is. In such a case, it is only necessary to increase the motor regeneration torque with respect to the wheel having the hydraulic braking torque generator having a reduced braking performance, and thereby the necessary braking force can be applied to the wheel.

  However, it is conceivable that the battery cannot be charged as in Patent Document 2, and in this case, the motor regeneration torque is applied to the wheel having the hydraulic braking torque generator whose braking performance is reduced. Can't work. For this reason, in such a case, as in Patent Document 2, it is only necessary to drive another motor with the regenerative power from the motor, but on the other hand, the braking force of the wheel that is driving the power is reduced. Therefore, when viewed from the whole vehicle, there is a risk of causing a decrease in deceleration.

  Therefore, the present invention improves the inconvenience of such a conventional example, and even if the battery cannot be charged when wheels with reduced braking performance of the mechanical braking torque generator are mixed, An object of the present invention is to provide a braking / driving force control device capable of generating an appropriate braking torque.

In order to achieve the above object, according to the first aspect of the present invention, the mechanical braking torque control means for controlling the mechanical braking torque generating device for generating the mechanical braking torque on all the wheels, and at least two of all the wheels. Motor control means for controlling the motor for generating motor torque with respect to the vehicle, requested total braking torque setting means for calculating and setting the requested total braking torque for each wheel requested by the driver or the vehicle, and the machine A request to calculate and set the required mechanical braking torque to the wheel as the control request value of the braking torque control means and the required motor torque to the wheel as the control request value of the motor control means based on the total braking torque to the corresponding wheel. In the braking / driving force control device including the mechanical braking torque setting means and the required motor torque setting means, both the mechanical braking torque and the motor torque are reduced. Both provide a braking device anomaly detection means for detecting an abnormality of the two wheels of the machine braking torque generator, a battery charge state determining means for determining whether charging of the battery, the. As for the required motor torque setting means, when the braking device abnormality detecting means detects an abnormality in the mechanical braking torque generating device for a part of at least two wheels, the required motor torque of the abnormal wheel is determined. Is increased in the direction of increasing the regenerative braking force, and when the battery storage state determining means determines that charging is not possible, the motor power running torque is applied to a wheel in which no abnormality is detected in at least two wheels. Further, the requested mechanical braking torque setting means is configured to set the requested mechanical braking torque corresponding to the requested total braking torque for the wheel whose abnormality is not detected.

This in braking-driving force control apparatus according to claim 1 may be braking performance of mechanical braking torque generating device is consumed by power running driving another motor regenerative power of the motor according to the wheel decreases, the machine braking The motor related to the wheel having the reduced braking performance of the torque generator can be driven to regenerate. Therefore, according to the braking-driving force control apparatus of this first aspect, even the battery had become impossible charged when the reduced wheel braking performance of the machine braking torque generating device are mixed, each wheel The braking torque can be secured.

Here, required motor torque setting means in the braking and driving force control apparatus of the first aspect, as the invention of claim 2, wherein when the abnormal wheel is present by at least one the front and rear wheels, then It is preferable that the required motor torque of the abnormal side wheel be smaller than the amount of increase in the regenerative braking force increase direction of the required motor torque of the front abnormal wheel.

According to the claims the braking and driving force control apparatus of claim 2, wherein, even if a difference in braking force between the left and right rear wheels respectively occurs, the entire rear wheel braking force relative to the braking force of the entire front wheel Since it is smaller, it is possible to suppress vehicle deflection and spin.

Further, the required mechanical braking torque setting means in the braking / driving force control device according to claim 1 or 2 generates the required total braking torque for the wheel that applies the motor power running torque as in the invention according to claim 3 . It is preferable that the required mechanical braking torque is set.

According to the braking / driving force control apparatus according to the third aspect, the reduction in the braking force of the wheel on which the motor power running torque acts can be compensated by the mechanical braking torque. Therefore, according to the braking / driving force control device according to the third aspect , even if the battery cannot be charged when the wheels having the reduced braking performance of the mechanical braking torque generator are mixed, the wheels are not charged. Therefore, an appropriate braking torque can be generated.

Further, in the invention of claim 4 Symbol mounting, in the longitudinal force control device according to any one of the three from the first aspect, a locking tendency detecting means for detecting a locking tendency of the wheel, the wheel lock And a unlocking tendency detecting means for detecting a releasing tendency, and the requested mechanical braking torque is set so that the requested mechanical braking torque is set to a value between the total braking torques when the locking tendency is detected and when the unlocking tendency is detected. It constitutes setting means.

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

  The braking / driving force control device according to the present invention is not affected by these even if the battery cannot be charged when wheels with reduced braking performance of the mechanical braking torque generator are mixed. An appropriate braking torque can be generated for the wheel. Therefore, according to this braking / driving force control device, even when such a vehicle is placed in a situation, it is not necessary to reduce the deceleration of the vehicle during braking.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ta _req = To _req + Tm _req (1)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Tm _pro = Ta _req -To _pro (3)

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

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

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

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

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

To _req = Ta _req -Tm _req (4)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

After setting the required hydraulic braking torque To _req and the required motor torque Tm _req of the left front wheel 10FL in this way, the brake / motor integrated ECU 41 of the first embodiment includes the hydraulic braking torque control means 24 and the motor control means. 32 is instructed to generate the required hydraulic braking torque To _req and the required motor torque Tm _req on the left front wheel 10FL (step ST70).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

On the other hand, if the required hydraulic braking torque already calculated value To _req exists in step ST225, the required hydraulic braking torque setting means 41f uses the required hydraulic braking torque already calculated value To _req as the required hydraulic braking for the left front wheel 10FL. The torque To _req is set (step ST240). Then, the required motor torque setting means 41g substitutes the required hydraulic braking torque To _req and the required total braking torque Ta _req of the left front wheel 10FL obtained in step ST15 into the following equation 5 to set the required motor torque Tm _req . It performs (step ST245). As a result, as shown in FIG. 7, even when a new minimum total braking torque Ta _min is obtained, the required hydraulic braking torque To _req is not updated from the previous time.

Tm _req = Ta _req -To _req (5)

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

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

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

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

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

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

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

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

  By the way, an abnormality occurs in the hydraulic braking torque generator such as deterioration of the hydraulic pipes 22FL, 22FR, 22RL, 22RR and defective piston operation of the calipers of the respective hydraulic braking means 21FL, 21FR, 21RL, 21RR. On the other hand, when the hydraulic braking torque cannot be sufficiently generated, the deceleration of the vehicle may be significantly reduced.

  Therefore, in the first embodiment, the brake / motor integrated ECU 41 is provided with a brake / motor abnormality detecting means 41i for determining whether or not the braking performance of the hydraulic braking torque generating device is deteriorated due to such an abnormality. Provide.

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

For example, the brake device abnormality detection means 41i generates the hydraulic braking torque by comparing the required total braking torque Ta _req with the actual total braking torque Ta _real for each of the wheels 10FL, 10FR, 10RL, 10RR. It is configured so as to determine whether or not the braking performance of the device is degraded. When making the determination, it is necessary to operate the hydraulic braking torque generator at least on each of the wheels 10FL, 10FR, 10RL, and 10RR, but it is not always necessary to execute regenerative braking by the motors 31FL, 31FR, 31RL, and 31RR. Absent. Therefore, the braking device abnormality detecting means 41i is configured to brake the hydraulic braking torque generator for the wheels 10FL, 10FR, 10RL, 10RR if the actual total braking torque Ta _real is smaller than the required total braking torque Ta _req. It can be determined that the performance is degraded. Specifically, the braking device anomaly detection means 41i of the first embodiment, request total braking torque Ta _req is generated assumed estimated wheel speed when the order to generate the required total braking torque Ta _req instruction The actual wheel speed is compared for each of the wheels 10FL, 10FR, 10RL, and 10RR. When the actual wheel speed is higher than the estimated wheel speed, the hydraulic braking torque generating device for the wheels 10FL, 10FR, 10RL, and 10RR is used. It is determined that the braking performance of the vehicle is degraded. The actual wheel speed is detected from the detection signals of the wheel speed sensors 51FL, 51FR, 51RL, 51RR of the wheels 10FL, 10FR, 10RL, 10RR.

In the braking / driving force control device of the first embodiment, when an abnormality of the hydraulic braking torque generating device is detected by the braking device abnormality detecting means 41i, the corresponding wheel (hereinafter also referred to as “abnormal wheel”) 10FL. , 10FR, 10RL, and 10RR, the motors 31FL, 31FR, 31RL, and 31RR are regeneratively driven, and the motor regenerative torque Tm within the possible output range of the motors 31FL, 31FR, 31RL, and 31RR (that is, the motor regenerative torque output limit value). The required total braking torque Ta _req is generated as much as possible (maximizing Tm1 _lim ). That is, for the abnormal wheel 10FL (10FR, 10RL, 10RR), if the required motor torque Tm _req is set to the motor power running torque when the hydraulic braking torque generator is normal, the required motor torque Tm _req is regenerated. is increased to the power increase direction is set so that the motor regenerative torque, the if the demand motor torque Tm _req is set to the motor regenerative torque in the normal state, the regenerative braking force increasing direction the required motor torque Tm _req To increase the motor regenerative torque.

Therefore, the required motor torque setting means 41g of the first embodiment has the motor 31FL (31FR, 31RL, 31RR) of the abnormal wheel 10FL (10FR, 10RL, 10RR) when the abnormality of the hydraulic braking torque generator is detected. The required motor torque Tm _req is set within the possible output range so that the required total braking torque Ta _req is satisfied as much as possible. On the other hand, the required hydraulic braking torque setting means 41f of the first embodiment is configured to set the required hydraulic braking torque To _req of the corresponding wheels 10FL, 10FR, 10RL, 10RR to “0” in that case. Incidentally, in this case, if the hydraulic braking torque generating device 10FR, 10RL, 10RR (10FL) with normal hydraulic braking torque generating device 10FR, 10RL, 10RR (10FL) is under ABS control, for example, FIG. The required hydraulic braking torque To _req and the required motor torque Tm _req set in step ST65 may be generated.

  As described above, in the braking / driving force control device according to the first embodiment, the braking force of the abnormal wheel 10FL (10FR, 10RL, 10RR) is generated by the motor regeneration torque Tm. However, when the charged amount of the battery 33 at that time exceeds a reference value or reference range required for the vehicle and cannot be charged any more (that is, the motor regeneration torque Tm of all the motors 31FL, 31FR, 31RL, 31RR). When the total regenerative power due to the battery 33 is likely to exceed the rating of the battery 33), the motor 31FL (31FR, 31RL, 31RR) of the abnormal wheel 10FL (10FR, 10RL, 10RR) cannot be regeneratively driven. There is a concern that the braking force of the wheel 10FL (10FR, 10RL, 10RR) may be significantly reduced. Therefore, this may significantly reduce the deceleration of the vehicle.

Therefore, in the first embodiment, the battery storage state determination means 41j for determining the storage state of the battery 33 is provided in the brake / motor integrated ECU 41, and the required hydraulic braking torque To _req and the required motor torque Tm _req according to the result. The required hydraulic braking torque setting means 41f and the required motor torque setting means 41g are configured so as to perform the above setting. The battery storage state determination unit 41j is configured to determine from the remaining storage amount of the battery 33, for example.

  Here, the vehicle is more susceptible to the reduction in braking force of such abnormal wheels 10FL (10FR, 10RL, 10RR) during emergency braking such as during ABS braking than during normal braking. That is, in other words, during emergency braking, it is desired to generate an appropriate braking force on each of the wheels 10FL, 10FR, 10RL, 10RR more than during normal braking. For this reason, the brake / motor integrated ECU 41 according to the first embodiment also includes a braking control mode determination unit 41k that determines whether the braking state is normal braking or emergency braking. Here, emergency braking includes not only ABS braking but also all braking modes that require urgency such as so-called brake assist control braking. Therefore, for example, the braking control mode determination unit 41k determines the braking state from the control instruction mode (ABS control command, brake assist control command, etc.) to the hydraulic braking torque control unit 24 and the motor control unit 32. You may comprise, and you may make it determine with emergency braking based on the information of the driver | operator's depression of the brake pedal 25 (the pedal depressing force is strong, depressing speed is fast, etc.). Information on how to depress the brake pedal 25 can be obtained from the detection signal of the brake pedal depression force detection sensor 52 shown in FIG.

  Hereinafter, the operation of the braking / driving force control device when there is an abnormal wheel in which the braking performance of the hydraulic braking torque generator has deteriorated in each of the wheels 10FL, 10FR, 10RL, 10RR is based on the flowchart of FIG. explain.

  First, the braking device abnormality detection means 41i of the brake / motor integrated ECU 41 determines whether or not there is an abnormal wheel in each of the wheels 10FL, 10FR, 10RL, 10RR, for example, the wheel speed sensors 51FL, 51FR, 51RL described above. , 51RR, etc., are used for determination during braking (step ST310). Such a determination is preferably executed regardless of the braking state such as whether it is during normal braking or emergency braking.

  If the brake / motor integrated ECU 41 makes a negative determination in step ST310 and determines that there are no abnormal wheels, the brake / motor integrated ECU 41 ends the present process once and continues the braking control currently being executed. For example, the ABS control exemplified in FIG.

Conversely, if the brake / motor integrated ECU 41 makes an affirmative determination in step ST310 and determines that an abnormal wheel exists, the required total braking torque Ta _req for the detected abnormal wheel is determined. Is smaller than the motor regenerative torque output limit value Tm1 _lim of the motor that applies the motor torque Tm to the abnormal wheel (step ST315). As the required total braking torque Ta _req that is the object of comparison determination in step ST315, the value set for the abnormal wheel in the braking control currently being executed is used. For example, if the ABS control is being performed, the required total braking torque Ta _req calculated in step ST15 of FIG. 3 described above is used. Therefore, for example, when the left front wheel 10FL is detected as an abnormal wheel, the required total braking torque Ta _req set in step ST15 of FIG. 3 for the left front wheel 10FL is greater than the motor regenerative torque output limit value Tm1 _{lim of the} motor 31FL. It is determined whether or not it is small.

The requested motor torque setting means 41g makes an affirmative determination in step ST315 and determines that the requested total braking torque Ta _req is smaller than the motor regenerative torque output limit value Tm1 _lim. The braking torque Ta _req is set as the required motor torque Tm _req-ab for the abnormal wheel (step ST320). Thereby, in this abnormal wheel, for example, the required total braking torque Ta _req set as described above can be generated only by the motor regenerative torque Tm. Accordingly, the required hydraulic braking torque setting means 41f in this case is set to “0” as the required hydraulic braking torque To _req-ab for the abnormal wheel.

On the other hand, if the required motor torque setting means 41g makes a negative determination in step ST315 and determines that the required total braking torque Ta _req is equal to or greater than the motor regenerative torque output limit value Tm1 _lim , the motor regenerative torque output limit The value Tm1 _lim is set as the required motor torque Tm _req-ab for the abnormal wheel (step ST325). Also in this case, the required hydraulic braking torque setting unit 41f of the first embodiment sets the required hydraulic braking torque To _req-ab of the abnormal wheel to “0” as in step ST320. However, in this case, since the total braking torque Ta of the abnormal wheel becomes smaller than the required total braking torque Ta _req , if possible, the shortage (the required total braking torque Ta _req and the required motor torque Tm _req-ab It is preferable to compensate for any difference. For this reason, the required hydraulic braking torque setting means 41f in this case sets the shortage as the required hydraulic braking torque To _req-ab of the abnormal wheel, and even slightly increases the total braking torque Ta of the abnormal wheel to the required total braking torque Ta. It is desirable to make it close to _req .

  The determination process and the calculation process in steps ST315 to ST325 described above are executed for each abnormal wheel when a plurality of abnormal wheels are detected. Therefore, in all abnormal wheels, the motor regeneration torque Tm is generated within the possible output range of the motor to which the motor torque Tm is applied.

Subsequently, after the brake / motor integrated ECU 41 of the first embodiment sets the required motor torque Tm _req-ab for the abnormal wheel in this manner, which of the wheels 10FL, 10FR, 10RL, 10RR is abnormal. Information about whether it is a wheel is stored in the main storage device or the like, and then the battery storage state determination unit 41j determines the storage state of the battery 33 (step ST330).

  If the determination in step ST330 is affirmative and it is determined that charging of the battery 33 is impossible, the brake / motor integrated ECU 41 then determines whether the current braking state is set by the braking control mode determining means 41k. It is determined whether or not emergency braking is performed (step ST335).

The requested motor torque setting means 41g of the first embodiment determines the requested motor torque Tm _req-no of the normal wheel using the following equation 6 when an affirmative determination is made in this step ST335 and emergency braking is determined. Calculate (step ST340). This formula 6 is an arithmetic expression for driving the motor that applies the motor torque Tm to the normal wheel, and the regenerative power from all the motors that apply the motor torque Tm to the abnormal wheel is the normal wheel. In contrast, all the motors to which the motor torque Tm is applied are equally distributed and consumed.

Tm _req-no = -1 × Tm _req-ab total / number of normal wheels (6)

On the other hand, because the required motor torque Tm _req-no causes the braking force to decrease in the normal wheel, the required hydraulic braking torque setting means 41f of the first embodiment uses the following formula 7 to calculate the normal wheel The required hydraulic braking torque To _req-no is calculated (step ST345). Expression 7 is an arithmetic expression in which “To _req ” and “Tm _req ” in Expression 4 are replaced with “To _req-no ” and “Tm _req-no ”, respectively. _This is to compensate the shortage with respect to _req with the hydraulic braking torque To.

To _req-no = Ta _req -Tm _req-no (7)

After setting the required hydraulic braking torque To _req and the required motor torque Tm _req for all the wheels 10FL, 10FR, 10RL, 10RR in this way, the brake / motor integrated ECU 41 performs the same process as in step ST70. The hydraulic braking torque control means 24 and the motor control means 32 are instructed to generate the required hydraulic braking torque To _req and the required motor torque Tm _req in each of the wheels 10FL, 10FR, 10RL, and 10RR (step ST350).

As a result, for example, in the left front wheel 10FL detected as an abnormal wheel, the required total braking torque Ta _req or a braking torque close thereto is applied by the required motor torque (motor regeneration torque) Tm _req-ab . On the other hand, in the remaining normal wheels 10FR, 10RL, and 10RR, the required total braking torque Ta _req works by the required motor torque (motor power running torque) Tm _req-no and the required hydraulic braking torque To _req-no . At that time, the regenerative electric power by the required motor torque (motor regenerative torque) Tm _req-ab to the motor 31FL of the left front wheel 10FL becomes the required motor torque (motor power running torque) Tm to the remaining normal wheels 10FR, 10RL, 10RR. Since the battery 33 is exhausted by generating _req-no , the battery 33 is neither charged nor discharged by the motors 31FL, 31FR, 31RL, 31RR. That is, even if the battery 33 cannot be charged, the motor that applies the motor torque Tm to the abnormal wheel can be driven by powering the motor that applies the motor torque Tm to the normal wheel, so that the motor that regenerates the abnormal wheel can be driven to regenerate. Therefore, in the first embodiment, it is possible to generate an appropriate braking torque for each of the wheels 10FL, 10FR, 10RL, and 10RR even when the battery 33 cannot be charged any more.

  In the first embodiment, the motor power running torque Tm that consumes the regenerative power from all the motors that apply the motor torque Tm to the abnormal wheels is applied to all the motors that apply the motor torque Tm to the normal wheels. Since the oil is evenly distributed, an increase in the load of the hydraulic braking torque generator for each normal wheel can be suppressed. Therefore, in the first embodiment, even if the motor power running torque Tm and the hydraulic braking torque To canceling this are applied to each normal wheel, the occurrence of a fade phenomenon in each normal wheel due to the hydraulic braking torque To is suppressed. can do.

On the other hand, when a negative determination is made in step ST330 and it is determined that the battery 33 can be charged, or when a negative determination is made in step ST335 that it is not emergency braking, the requested motor torque The setting means 41g and the required hydraulic braking torque setting means 41f are the required motor torque Tm _req and the required hydraulic braking torque To _req that are currently set for normal wheels (for example, the request set in step ST65 of FIG. 3 above). Motor torque Tm _req and required hydraulic braking torque To _req ) are determined as required motor torque Tm _req-no and required hydraulic braking torque To _req-no for normal wheels, respectively (steps ST355 and ST360). Then, the brake / motor integrated ECU 41 proceeds to step ST350.

Thus, for example, in the left front wheel 10FL detected as an abnormal wheel, the required total braking torque Ta _req or a braking torque close thereto is applied by the required motor torque (motor regeneration torque) Tm _req-ab as described above. On the other hand, in the remaining normal wheels 10FR, 10RL, and 10RR, the requested total braking torque Ta _req works according to the requested motor torque Tm _req and the requested hydraulic braking torque To _req set at the present time.

  As described above, in the first embodiment, the braking control is executed only at the time of emergency braking in which the battery 33 cannot be charged. Therefore, the load of the hydraulic braking torque generator for each normal wheel is increased. As much as possible, the occurrence of a fade phenomenon can be suppressed as much as possible.

In the first embodiment, the motor power running torque that consumes the regenerative power from all the motors related to the abnormal wheel is evenly distributed to all the motors related to the normal wheel using the above formula 6. However, the distribution of the motor power running torque to all the motors related to the normal wheels may be determined based on a predetermined braking force distribution ratio. For example, in a general vehicle, the braking force distribution ratio is set so that the braking force of the front wheels 10FL, 10FR is greater than the braking force of the rear wheels 10RL, 10RR. Therefore, for example, when only the left front wheel 10FL is detected as an abnormal wheel, the required motor torque Tm _{req-no of the} right front wheel 10FR is larger than the rear wheels 10RL, 10RR in accordance with the braking force distribution ratio. . Further, when the braking force distribution ratio is set between the left and right wheels, the required motor torque Tm _req-no between the left and right wheels is set according to the braking force distribution ratio.

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

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

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

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

Furthermore, when there is a mixture of abnormal wheels with reduced braking performance of the hydraulic braking torque generator, the required full braking is possible as much as possible within the motor's output possible range for applying the motor torque Tm to the abnormal wheels. Since the motor regeneration torque Tm close to the torque Ta _req is generated, it is possible to suppress an insufficient braking force of the abnormal wheel. In addition, when abnormal wheels with reduced braking performance of the hydraulic braking torque generator are mixed and the battery 33 cannot be charged any more at that time, the motor of the motor related to the abnormal wheels The regenerative electric power accompanying the regenerative torque Tm is offset by the motor power running torque Tm to the normal wheels. The deficiency of the braking torque in the normal wheel at that time is compensated by the hydraulic braking torque To. Therefore, in this braking / driving force control device, the braking of the respective wheels 10FL, 10FR, 10RL, 10RR is suppressed while suppressing an increase in the load of the hydraulic braking torque generating device for the normal wheels regardless of the storage state of the battery 33. Torque can be secured. For this reason, according to this braking / driving force control device, even if there is an abnormality in the hydraulic braking torque generator between the wheels 10FL, 10FR, 10RL, 10RR, the wheels 10FL, 10FR, Since appropriate braking force can be applied to 10RL and 10RR, it is not necessary to reduce the deceleration of the vehicle during braking.

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

  The braking / driving force control device according to the second embodiment is the braking / driving force control device according to the first embodiment described above in order to further suppress an increase in the load of the hydraulic braking torque generating device for normal wheels when abnormal wheels are mixed. It is composed.

Specifically, in the braking / driving force control device of the second embodiment, in the braking / driving force control device of the first embodiment, the required total braking torque Ta _req for the abnormal wheel is set to a minimum necessary magnitude for the abnormal wheel. The required motor torque (motor regeneration torque) Tm _req-ab for the abnormal wheel is reduced. Thereby, in this braking / driving force control device, the required motor torque (motor power running torque) Tm _req-no distributed to each normal wheel is also reduced, and the required hydraulic braking torque To _req-no to each normal wheel is reduced. Reduce.

Therefore, as shown in FIG. 9, the brake / motor integrated ECU 41 according to the second embodiment has a required total braking torque having a minimum required magnitude for the abnormal wheel (hereinafter referred to as “required total braking torque lower limit value”). A required total braking torque lower limit value setting means 41l for setting Ta _req-lim is provided.

The required total braking torque lower limit Ta _req-lim is the minimum required total braking torque Ta _req that does not decrease the vehicle deceleration requested by the driver or the vehicle while keeping the vehicle behavior in a stable state. I mean. In other words, if the required total braking torque Ta _req is set lower than the required total braking torque lower limit value Ta _req-lim , the vehicle behavior becomes unstable or the vehicle body deceleration occurs due to the wheels. May be lower than the desired value. Therefore, the required total braking torque lower limit Ta _req-lim is set to a value that does not deteriorate the behavior or deceleration of the vehicle.

For example, the required total braking torque lower limit value Ta _req-lim is obtained from map data using parameters such as the vehicle state such as the vehicle speed and the vehicle body acceleration, the load state of the hydraulic braking torque generator for normal wheels, and the number of abnormal wheels. Prepare and set in advance. The vehicle body speed and the vehicle body acceleration may be estimated using detection signals of the wheel speed sensors 51FL, 51FR, 51RL, and 51RR, and are detected using the vehicle speed sensor 53 and the vehicle body longitudinal acceleration sensor 54 shown in FIG. May be. Further, since the load state of the hydraulic braking torque generator can be estimated from, for example, the temperature of the brake pad, the brake pad temperature sensors 55FL, 55FR, 55RL, and 55RR shown in FIG. 9 are added to the respective hydraulic braking means 21FL, 21FR, 21RL, and 21RR. Arrange it.

  Also in the second embodiment, as shown in the flowchart of FIG. 10, the braking device abnormality detection means 41i of the brake / motor integrated ECU 41 determines whether or not there is an abnormal wheel in each of the wheels 10FL, 10FR, 10RL, 10RR. Is determined during braking in the same manner as in the first embodiment (step ST310). If the brake / motor integrated ECU 41 makes a negative determination in step ST310 and determines that there are no abnormal wheels, the brake / motor integrated ECU 41 ends the present process once and continues the braking control currently being executed. For example, also in the second embodiment, the ABS control illustrated in FIG.

On the other hand, when the brake / motor integrated ECU 41 according to the second embodiment makes a positive determination in step ST310 and determines that there is an abnormal wheel, the detected total braking torque lower limit value setting unit 41l detects the abnormal wheel. The required total braking torque lower limit value Ta _req-lim for the abnormal wheel is set (step ST311). For example, when the left front wheel 10FL is detected as an abnormal wheel, the required total braking torque lower limit value setting means 41l detects the vehicle body speed and the vehicle body deceleration from the vehicle speed sensor 53 and the vehicle body longitudinal acceleration sensor 54, respectively, in this step ST311. At the same time, the brake pad temperature sensors 55FR, 55RL, 55RR of the normal wheels 10FR, 10RL, 10RR detect the temperature of the brake pads in the hydraulic braking means 21FR, 21RL, 21RR. Then, the required total braking torque lower limit setting means 41l is provided with the vehicle body speed and vehicle body deceleration, and the temperature of each brake pad (or the load of each normal wheel 10FR, 10RL, 10RR estimated from each brake pad temperature). State) and the number of abnormal wheels (here, one), the map data described above is referred to, and the required total braking torque lower limit value Ta _req-lim of the left front wheel 10FL which is an abnormal wheel is read.

Subsequently, the brake / motor integrated ECU 41 of the second embodiment determines that the motor regenerative torque output limit value Tm1 _lim of the motor that applies the motor torque Tm to the abnormal wheel is the request for the abnormal wheel set in step ST311. It is determined whether or not the braking torque lower limit value Ta _req-lim is smaller (step ST312).

If the motor regenerative torque output limit value Tm1 _lim is determined to be smaller than the required total braking torque lower limit Ta _req-lim is affirmative determination in step ST 312, the brake-motor integration ECU41, as in Embodiment 1 Proceeding to step ST315, it is determined whether or not the required total braking torque Ta _req for the abnormal wheel is smaller than the motor regenerative torque output limit value Tm1 _lim . Then, the required motor torque setting unit 41g proceeds to step ST320 or step ST325 depending on the determination result of step ST315, and sets the required motor torque Tm _req-ab for the abnormal wheel. If an affirmative determination is made in step ST315, the motor regenerative torque output limit value Tm1 _lim of the motor related to the abnormal wheel and the required total braking torque lower limit of the abnormal wheel as the required motor torque Tm _req-ab for the abnormal wheel. A required total braking torque Ta _req smaller than the value Ta _req-lim is set (step ST320). If a negative determination is made in step ST315, the motor related to the abnormal wheel that is smaller than the required total braking torque lower limit value Ta _{req-lim of the} abnormal wheel as the required motor torque Tm _req-ab to the abnormal wheel. Motor regenerative torque output limit value Tm1 _lim is set (step ST325).

On the other hand, if the determination in step ST312 is negative and it is determined that the motor regenerative torque output limit value Tm1 _lim is equal to or greater than the required total braking torque lower limit value Ta _req-lim , the brake / motor integrated ECU 41 The requested total braking torque lower limit value Ta _req-lim is set as the motor regenerative torque output limit value Tm1 _lim of the motor related to the abnormal wheel (step ST313). That is, here, the motor regenerative torque output limit value Tm1 _lim is set lower than the possible output range inherent in the motor. Then, the brake / motor integrated ECU 41 proceeds to step ST315. If an affirmative determination is made in step ST315 here, the process proceeds to step ST320, and the motor regenerative torque output limit value Tm1 _lim of the motor related to the abnormal wheel is calculated as the required motor torque Tm _req-ab for the abnormal wheel. small requests total braking torque Ta _req is set than the required total braking torque lower limit Ta _req-lim of the abnormal wheel. If a negative determination is made in ST315 here, the process proceeds to step ST325, and the motor regenerative torque output limit value Tm1 _lim (= this) in step ST313 as the required motor torque Tm _req-ab for the abnormal wheel. The required total braking torque lower limit value Ta _req-lim ) of the abnormal wheel is set.

  Subsequent determination processing and calculation processing are executed in the same manner as in the first embodiment also in the brake / motor integrated ECU 41 of the second embodiment.

Accordingly, the regenerative electric power due to the abnormal motor required motor torque (motor regenerative torque) Tm _req-ab is offset by the power consumption due to the remaining normal wheel required motor torque (motor power running torque) Tm _req-no . Are not charged or discharged by the motors 31FL, 31FR, 31RL, 31RR of the respective wheels 10FL, 10FR, 10RL, 10RR. That is, also in the second embodiment, similarly to the first embodiment, even if the battery 33 cannot be charged, the motor torque Tm for the abnormal wheels is driven by driving the motor that applies the motor torque Tm to the normal wheels. The regenerative drive of the motor that provides

Further, also in the second embodiment, the motor power running torque Tm for consuming the regenerative power from all the motors related to the abnormal wheels is evenly distributed to all the motors related to the normal wheels. On the other hand, an increase in the load of the hydraulic braking torque generator can be minimized. Here, for example, in the left front wheel 10FL detected as an abnormal wheel, the vehicle behavior and deceleration are kept in a good state (that is, the vehicle body deceleration requested by the driver and the vehicle while the vehicle behavior is stabilized). The required total braking torque Ta _req (required motor torque (motor regeneration torque) Tm _req-ab ) of the minimum necessary size capable of generating On the other hand, in the remaining normal wheels 10FR, 10RL, 10RR, the required motor torque (motor regeneration torque) Tm _req-ab to the motor 31FL of the left front wheel 10FL is smaller than that in the first embodiment. The required motor torque to be borne (motor power running torque) Tm _req-no can be reduced, and accordingly, the required hydraulic braking torque To _req-no can be kept low. That is, in the braking / driving force control device according to the second embodiment, the remaining braking force TaFR of the left front wheel 10FL, which is an abnormal wheel, is suppressed to be lower than that in the first embodiment by suppressing the total braking torque Ta (motor regeneration torque Tm). , 10RL, 10RR, the load on the hydraulic braking torque generator can be reduced. For this reason, according to the braking / driving force control device of the second embodiment, each increase in the load of the normal wheel hydraulic braking torque generator is minimized even when the battery 33 cannot be charged any more. An appropriate braking torque can be generated for the wheels 10FL, 10FR, 10RL, and 10RR. As a result, in this braking / driving force control device, the occurrence of a fade phenomenon in normal wheels by the hydraulic braking torque generating device can be accurately suppressed, and further, the deceleration of the vehicle is reduced during braking. You do n’t have to.

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

  The braking / driving force control device according to the third embodiment is the same as the braking / driving force control device according to the first embodiment described above, except that when one front wheel and one rear wheel are abnormal wheels, the hydraulic braking torque generating device for normal wheels. It is configured to further suppress an increase in the load.

Specifically, in the braking / driving force control device of the third embodiment, in the braking / driving force control device of the first embodiment, the required motor torque (motor regeneration torque) Tm _req-ab to the abnormal wheel on the front side is set to the first embodiment. The motor torque Tm is not applied to the rear abnormal wheel. Thereby, in this braking / driving force control device, the required motor torque (motor power running torque) Tm _req-no distributed to each normal wheel is reduced, and the required hydraulic braking torque To _req-no to each normal wheel is reduced. Reduce. Therefore, the braking / driving force control device according to the third embodiment is different from the braking / driving force control device according to the first embodiment when each of the front wheels and the rear wheels is an abnormal wheel. , 10RL, 10RR, the brake / motor integrated ECU 41 is configured to set the required hydraulic braking torque To _req-no and the required motor torque Tm _req-no .

  In the third embodiment, as shown in the flowchart of FIG. 11, first, the front and rear wheels of the wheels 10FL, 10FR, 10RL, and 10RR are first detected by the braking device abnormality detection means 41i of the brake / motor integrated ECU 41. Whether or not is an abnormal wheel is determined during braking in the same manner as in the first embodiment (step ST314).

  If the brake / motor integrated ECU 41 makes a negative determination in step ST314 and determines that the front one wheel and the rear one are not abnormal wheels, the brake / motor integrated ECU 41 terminates this processing once and performs the braking control currently being executed. (For example, the ABS control illustrated in FIG. 3 of the first embodiment) is continued or advanced to step ST310 of the first or second embodiment.

On the contrary, when the brake / motor integrated ECU 41 makes an affirmative determination in step ST314 and determines that the front one wheel and the rear one are abnormal wheels, the brake / motor integrated ECU 41 with respect to the front abnormal wheels therein It is determined whether or not the required total braking torque Ta _req is smaller than the motor regenerative torque output limit value Tm1 _lim of the motor that applies the motor torque Tm to the front abnormal wheel (step ST316). This determination is performed in the same manner as in step ST315 in the first and second embodiments.

Then, the requested motor torque setting means 41g of the third embodiment determines that the requested total braking torque Ta _req is smaller than the motor regenerative torque output limit value Tm1 _lim when an affirmative determination is made in step ST316. The required total braking torque Ta _req for the abnormal wheel is set as the required motor torque Tm _req-ab for the front abnormal wheel (step ST321). Thereby, in the front abnormal wheel, for example, the required total braking torque Ta _req set in step ST65 of FIG. 3 described above can be generated only by the motor regeneration torque Tm. Accordingly, the required hydraulic braking torque setting means 41f in this case also sets the required hydraulic braking torque To _req-ab for the abnormal wheel to “0”.

On the other hand, when the required motor torque setting means 41g makes a negative determination in step ST316 and determines that the required total braking torque Ta _req is equal to or greater than the motor regenerative torque output limit value Tm1 _lim , the motor regenerative torque output limit. The value Tm1 _lim is set as the required motor torque Tm _req-ab for the front abnormal wheel (step ST326). In this case, the required hydraulic braking torque setting means 41f may set the required hydraulic braking torque To _req-ab of the front abnormal wheel to “0” in the same manner as in step ST325 of the first embodiment. The shortage with respect to the torque Ta _req may be set as the required hydraulic braking torque To _req-ab of the front abnormal wheel.

Subsequently, the required motor torque setting unit 41g according to the third embodiment sets the required motor torque Tm _req-ab for the rear abnormal wheel to “0” (step ST322). At this time, the required hydraulic braking torque setting means 41f sets the required hydraulic braking torque To _req-ab of the rear abnormal wheel to “0”. As a result, a driving force due to inertia acts on the rear abnormal wheel.

  Subsequent determination processing and calculation processing are executed in the same manner as in the first embodiment also in the brake / motor integrated ECU 41 of the third embodiment.

Therefore, the regenerative power by the required motor torque (motor regeneration torque) Tm _req-ab of the front abnormal wheel is offset by the power consumption by the required motor torque (motor power running torque) Tm _req-no of the two normal wheels. Further, the motor torque Tm does not act on the rear abnormal wheel regardless of regeneration or power running. Therefore, the battery 33 is neither charged nor discharged by the motors 31FL, 31FR, 31RL, 31RR of the respective wheels 10FL, 10FR, 10RL, 10RR. Furthermore, in the third embodiment, the regenerative electric power from the motor related to the front abnormal wheel is equally distributed as the required motor torque (motor power running torque) Tm _req-no to the two normal wheels.

Further, in the third embodiment, the regenerative power from the motor related to the front abnormal wheel is equally distributed as the required motor torque (motor power running torque) Tm _req-no to the two normal wheels. An increase in the load of the hydraulic braking torque generator for normal wheels can be suppressed. Here, for example, in the left front wheel 10FL detected as a front abnormal wheel, similarly to the abnormal wheel in the first embodiment, the required total braking torque Ta _req or close to the required total braking torque Ta _req by the required motor torque (motor regeneration torque) Tm _req-ab . Although the braking torque works, the right rear wheel 10RR detected as the rear abnormal wheel only has a driving force due to inertia and neither a braking force nor a forced driving force by the motor 31RR. On the other hand, in the remaining normal wheels 10FR and 10RL, the required total braking torque Ta _req works by the required motor torque (motor power running torque) Tm _req-no and the required hydraulic braking torque To _req-no , but the left front wheel that is the front abnormal wheel Since only the required motor torque (motor regeneration torque) Tm _req-ab to the 10FL motor 31FL is distributed as the required motor torque (motor power running torque) Tm _req-no , the required motor torque (motor power running torque) Tm _{req that} each bears. _-no can be reduced, and accordingly, the required hydraulic braking torque To _req-no can be kept low. For this reason, in the braking / driving force control device according to the second embodiment, even when the battery 33 cannot be charged any more, each wheel can be controlled while minimizing an increase in the load of the hydraulic braking torque generating device for the normal wheels. An appropriate braking torque can be generated for 10FL, 10FR, 10RL, and 10RR. As a result, in this braking / driving force control device, the occurrence of a fade phenomenon in normal wheels by the hydraulic braking torque generating device can be accurately suppressed, and further, the deceleration of the vehicle is reduced during braking. You do n’t have to. Further, in this braking / driving force control device, there is a difference in braking force between the left and right rear wheels 10RL, 10RR, but the braking force of the entire rear wheels 10RL, 10RR is the braking force of the entire front wheels 10FL, 10FR. As a result, the lateral force is ensured and the deflection and spin of the vehicle can be suppressed.

  Although the braking / driving force control device based on the above-described first embodiment is illustrated here, the braking / driving force control device of the third embodiment may be constructed based on the first embodiment, thereby It is possible to further suppress an increase in the load of the wheel hydraulic braking torque generator.

Further, here, the required motor torque Tm _req-ab for the rear abnormal wheel is set to “0”. However, the required motor torque Tm _req-ab for the rear abnormal wheel is a request for the front abnormal wheel. If the motor torque Tm _req-ab is smaller than the amount of increase in the direction of increasing the regenerative braking force, the motor related to the rear abnormal wheel may be set to regeneratively drive. In other words, the increase of the required motor torque setting means 41g of the third embodiment, the regenerative braking force increasing direction required motor torque Tm _req-ab of required motor torque Tm _req-ab is front abnormal wheel rear abnormal wheel What is necessary is just to comprise so that it may become smaller.

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

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

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

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

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

Specifically, in the required hydraulic braking torque setting unit 41f of the fourth embodiment, a correction value (hereinafter referred to as “battery correction value”) To _{bat of the} temporary required hydraulic braking torque To _pro according to the amount of charge of the battery 33. Is provided with a battery correction value calculation function. Then, the requested hydraulic braking torque setting means 41f, using equation 8 below, the maximum total braking torque Ta _max and a minimum total braking torque Ta _min temporary demand hydraulic braking torque depending from the intermediate value to the battery correction value the To _bat of Configure to correct To _pro .

To _pro = {(Ta _max + Ta _min ) / 2} + To _bat (8)

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

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

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

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

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

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

Then, the required hydraulic braking torque setting means 41f substitutes the battery correction value _Tobat and the previously determined maximum total braking torque Ta _max and minimum total braking torque Ta _min into the above formula 8 to obtain the provisional required hydraulic braking torque To. _Ask for _pro .

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

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

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

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

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

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

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

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

For example, as the motor margin torque Tm _mar , a maximum value (hereinafter referred to as “maximum motor torque”) Tm _max of the motor torque Tm of the motors 31FL, 31FR, 31RL, 31RR during the ABS control is obtained, and this maximum motor torque is obtained. A value obtained by subtracting Tm _max from the motor torque output limit value Tm _lim as shown in Equation 9 below is used.

Tm _mar = Tm _lim -Tm _max (9)

Here, the motor torque output limit value Tm _lim and the maximum motor torque Tm _max have values on the regeneration side and the power running side, respectively. For this reason, specifically, using Equations 10 and 11 below, _Next , the motor margin torque Tm _mar on the regeneration side and power running side is obtained. “Tm1 _mar ” shown in Expression 10 represents the regeneration side motor margin torque, and “Tm1 _max ” represents the maximum motor torque on the regeneration side (hereinafter referred to as “maximum motor regeneration torque”). In addition, “Tm2 _mar ” shown in Expression 11 represents a power running side motor margin torque, and “Tm2 _max ” represents a maximum motor torque on the power running side (hereinafter referred to as “maximum motor power running torque”). Here, the maximum motor regeneration torque Tm1 _max is a positive value, and the maximum motor power running torque Tm2 _max is a negative value.

Tm1 _mar = Tm1 _lim −Tm1 _max (10)

Tm2 _mar = Tm2 _lim -Tm2 _max (11)

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

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

Hereinafter, the setting operation of the required hydraulic braking torque To _req and the required motor torque Tm _{req in} the braking / driving force control device of the fifth embodiment will be described based on the flowchart of FIG. 13 and the time chart of FIG. The flowchart of FIG. 13 and the time chart of FIG. 14 show the control operation for any one of the wheels 10FL, 10FR, 10RL, 10RR, and the same control operations are all performed. The wheels 10FL, 10FR, 10RL, and 10RR are separately and independently executed. For example, here, the left front wheel 10FL is illustrated as a representative.

  The calculation processing and determination processing from step ST225 to ST270 shown in FIG. 13 are the same as steps ST225 to ST270 in the flowchart of FIG.

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

First, the brake / motor integrated ECU 41 of the fifth embodiment calculates the regeneration side motor margin torque Tm1 _mar and the power running side motor margin torque Tm2 _mar by using the required hydraulic braking torque setting means 41f using the above-described equations 10 and 11. (Step ST212).

In step ST212, the temporary required motor torque Tm _pro of the left front wheel 10FL at each time point when the maximum total braking torque Ta _max and the minimum total braking torque Ta _min are obtained in steps ST25 and ST35 of FIG. The maximum motor regenerative torque Tm1 _max and the maximum motor power running torque Tm2 _max are substituted into the above equations 10 and 11.

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

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

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

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

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

The brake / motor integrated ECU 41 of the fifth embodiment repeats the above-described arithmetic processing and determination processing during the execution of the ABS control, and as shown in FIG. 14, the required total braking torque Ta _req is “Ta _max + Tm1 _mar ” and “Ta _As long as it is between “ _min + Tm2 _mar ”, even if a new maximum total braking torque Ta _max and minimum total braking torque Ta _min are obtained, the required hydraulic braking torque To _req is not updated.

As described above, also in the braking / driving force control device according to the fifth embodiment, the value of the required hydraulic braking torque To _req is not frequently updated. This reason, the braking and driving force control apparatus of the fifth embodiment, the motor 31FL, 31FR, 31RL, to correspond to the change in total braking torque Ta _req required by increasing or decreasing control of the motor torque Tm of 31RR, accurately total braking torque Ta And it can generate with sufficient responsiveness, and it becomes possible to acquire the effect similar to each Examples 1-3 mentioned above.

Even in the fifth embodiment, the battery correction value _Tobat of the above-described fourth embodiment may be obtained and the provisional required hydraulic braking torque To _pro may be corrected according to the amount of power stored in the battery 33. . For example, when such correction is applied to the fifth embodiment, the arithmetic expression in step ST50 of the fifth embodiment is replaced with the above-described expression 8 as in the fourth embodiment. It may also be added to the battery compensation value the To _bat against temporary demand hydraulic braking torque the To _pro set in step ST55 of the fifth embodiment. Thereby, in addition to the useful effect of the fifth embodiment described above, it is also possible to always keep the charged amount of the battery 33 in an optimum state.

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

  As described above, the braking / driving force control device according to the present invention relates to the control technology of the braking force generation device that generates the mechanical braking force and the regenerative braking force, and in particular, the braking performance of the braking force generation device decreases due to abnormality. Even if there are mixed wheels, it is useful for a technique for generating an appropriate braking torque for each wheel.

It is a block diagram which shows the structure of the braking / driving force control apparatus which concerns on this invention. It is the figure which looked at the output limit of the motor from the relationship with motor rotation speed (wheel speed). It is a flowchart explaining the whole operation | movement of the braking / driving force control apparatus which concerns on this invention. 6 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque in the first embodiment. FIG. 5 is a time chart showing the relationship between a total braking torque of a certain wheel, a hydraulic braking torque, and a motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, and is based on the setting operation of FIG. Is. 7 is a flowchart illustrating another setting operation of the required hydraulic braking torque and the required motor torque in the first embodiment. FIG. 7 is a time chart showing the relationship between the total braking torque of a certain wheel, the hydraulic braking torque, and the motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, and is based on the setting operation of FIG. Is. 6 is a flowchart for explaining setting operation of a required hydraulic braking torque and a required motor torque for each wheel in the first embodiment when wheels having a hydraulic braking torque generator with a reduced braking performance are mixed. It is a block diagram which shows the structure of Example 2 of the braking / driving force control apparatus which concerns on this invention. It is a flowchart explaining the setting operation | movement of the request | requirement hydraulic brake torque and request | requirement motor torque to each wheel in Example 2 when the wheel which has the hydraulic braking torque generator with which the braking performance fell is mixed. FIG. 10 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque for each wheel in the third embodiment when there is a mixture of wheels having a hydraulic braking torque generator with reduced braking performance. FIG. This is a time chart showing the relationship between the total braking torque of a certain wheel, the hydraulic braking torque, and the motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, taking into account the battery charge amount. FIG. 10 is a flowchart for explaining a setting operation of a required hydraulic braking torque and a required motor torque in the fifth embodiment. FIG. 14 is a time chart showing a relationship among a total braking torque of a certain wheel, a hydraulic braking torque, and a motor torque in a vehicle when both the hydraulic braking torque generator and the motor are normal, and based on the setting operation of FIG. Is.

Explanation of symbols

10FL, 10FR, 10RL, 10RR Wheel 21FL, 21FR, 21RL, 21RR Hydraulic braking means 22FL, 22FR, 22RL, 22RR Hydraulic piping 23 Brake actuator 24 Hydraulic braking torque control means 25 Brake pedal 31FL, 31FR, 31RL, 31RR Motor 32 Motor control Means 33 Battery 41 Brake and motor integrated ECU
41a Lock tendency detecting means 41b Unlocking tendency detecting means 41c Slip rate calculating means 41d Vehicle body speed estimating means 41e Required total braking torque setting means 41f Required hydraulic braking torque setting means 41g Required motor torque setting means 41h Actual total braking torque calculating means 41i Braking Device abnormality detection means 41j Battery power storage state determination means 41k Braking control mode determination means 41l Required total braking torque lower limit value setting means 51FL, 51FR, 51RL, 51RR Wheel speed sensor 52 Brake pedal depression force detection sensor 53 Vehicle speed sensor 54 Car body longitudinal acceleration sensor 55FL , 55FR, 55RL, 55RR Brake pad temperature sensor Ta Total braking torque Ta _est estimation required total braking torque Ta _max Maximum total braking torque Ta _min Minimum total braking torque Ta _req Required total braking torque Ta _req-lim Required total braking torque lower limit value Tm Motor torque Tm _b Required hydraulic braking torque update determination threshold value Tm1 _b Regenerative side required hydraulic braking torque update determination threshold value Tm2 _b Power running side required hydraulic braking torque update determination threshold value Tm _lim Motor torque output limit value Tm1 _lim motor Regenerative torque output limit value Tm2 _lim Motor power running torque output limit value Tm _mar Motor margin torque Tm1 _mar Regeneration motor margin torque Tm2 _mar Power margin motor margin torque Tm _max Maximum motor torque Tm1 _max Maximum motor regeneration torque Tm2 _max Maximum motor power running torque Tm _pro provisional request motor torque Tm _req request motor torque To hydraulic braking torque To _pro provisional request hydraulic braking torque To _req request hydraulic braking torque

Claims (4)

Mechanical braking torque control means for controlling a mechanical braking torque generator for generating mechanical braking torque on all wheels, and a motor for controlling motors for generating motor torque on at least two of all the wheels A control means, a requested total braking torque setting means for calculating and setting a requested total braking torque for each wheel requested by a driver or a vehicle, and a request for a wheel as a control request value of the mechanical braking torque control means. Requested mechanical braking torque setting means and required motor torque setting means for calculating and setting the required motor torque for the wheel, which is the control request value of the motor control means, and the required total braking torque for the corresponding wheel. In a braking / driving force control device comprising:
Brake device abnormality detecting means for detecting abnormality of the mechanical braking torque generating device for the at least two wheels on which both the mechanical braking torque and the motor torque act, and battery storage state determining means for determining whether or not the battery can be charged And,
The required motor torque setting means determines the required motor torque of the abnormal wheel when the braking apparatus abnormality detecting means detects an abnormality of a mechanical braking torque generator for some of the at least two wheels. In the case where the regenerative braking force is increased and the battery power storage state determining means determines that charging is not possible, the motor power running torque is applied to a wheel in which no abnormality is detected in the at least two wheels. ,
The requested mechanical braking torque setting means is configured to set the requested mechanical braking torque according to the requested total braking torque for a wheel in which the abnormality is not detected. When at least one abnormal wheel exists for each of the front wheels and the rear wheels, the required motor torque setting means increases the regenerative braking force of the required motor torque of the front abnormal wheel. The braking / driving force control device according to claim 1, wherein the braking / driving force control device is configured to be smaller than an increase amount in the direction. The requested mechanical braking torque setting means is configured to set the requested mechanical braking torque capable of generating the requested total braking torque for a wheel that applies the motor power running torque. The braking / driving force control device according to 1 or 2. A lock tendency detecting means for detecting a tendency of locking the wheel and a lock tendency detecting means for detecting a tendency of unlocking the wheel are newly provided;
4. The requested mechanical braking torque setting means is configured to set the requested mechanical braking torque to a value between the respective total braking torques at the time of detecting the lock tendency and at the time of detecting the unlocking tendency. The braking / driving force control device according to any one of the above.

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