JP5565008B2 - Braking control device - Google Patents

Description

  The present invention provides a regenerative coordination that generates a target braking force corresponding to an operation amount of a brake operator by a braking force by a service brake (hereinafter referred to as a service braking force) and a braking force by a regenerative braking (hereinafter referred to as a regenerative braking force). The present invention relates to a braking control device that performs control.

  Conventionally, Patent Document 1 discloses a brake control device that performs regenerative cooperative control. This brake control device is a brake-by-wire system called ECB (Electric Commanding Brake), which recognizes the operation amount of the brake pedal with a sensor, and electronically controls the drive motor and solenoid valve of the hydraulic pump to control the operation amount of the brake pedal. The braking force corresponding to is generated. The brake pedal input by the driver is input to the simulator, and the braking hydraulic pressure of each wheel is generated by the high-pressure brake fluid accumulated in the accumulator, and the operation amount of the brake pedal is controlled by controlling the solenoid valve. And the corresponding pressure is controlled.

  With such a configuration, it is possible to completely separate the circuit that generates a pedal reaction force corresponding to the brake pedal operation with respect to the driver and the circuit that generates the brake hydraulic pressure. For this reason, it is possible to perform regenerative cooperative control in which a regenerative braking force is generated instead of the service braking force to generate a braking force corresponding to the amount of operation of the brake pedal by the driver.

  However, since braking force is generated completely by electronic control, it is necessary to provide redundancy at the time of failure, and a hydraulic circuit that can generate service braking force without relying on electronic control must be provided. Don't be. For this reason, there is a problem that the system becomes complicated and the cost becomes high.

  On the other hand, in Patent Document 2, a brake booster that obtains a boost by adding motor power corresponding to the operation amount as a servo force via a pinion and a rack in conjunction with the operation amount of the brake pedal. Has been proposed. In the case of an apparatus having such a configuration, since the brake-by-wire configuration is not as in Patent Document 1, the system is not complicated, leading to cost reduction.

  However, the brake hydraulic pressure of each wheel in response to the brake pedal input by the driver is changed by the motor assist amount. In this case, the stroke amount of the M / C piston in the master cylinder (hereinafter referred to as M / C) is changed to the brake hydraulic pressure. Since the motor assist amount changes due to regenerative cooperation, the stroke amount of the brake pedal changes even if the brake pedal input is constant. In other words, the sum of the brake pedal depression force by the driver and the servo force by the motor power is balanced with the braking hydraulic pressure, but when the servo force is changed by regenerative cooperation, the braking hydraulic pressure changes correspondingly and the pedal reaction force is reduced. Since it changes, the FS characteristic that is the characteristic of the stroke S with respect to the pedaling force F is not the same as that in the case of normal braking without regenerative coordination. For this reason, the driver feels uncomfortable with the brake feeling.

  Further, in such a device, the circuit that generates the pedal reaction force corresponding to the brake pedal operation for the driver and the circuit that generates the brake hydraulic pressure are not completely separated from each other. However, oil pressure is always generated by operating the brake pedal. For this reason, there exists a problem that regenerative energy cannot fully be collect | recovered.

  On the other hand, Patent Literature 3 proposes a brake control device that can suppress the uncomfortable feeling of the brake feeling while improving the regeneration efficiency. In this brake control device, as a passage connecting the M / C primary chamber and the M / C reservoir, in addition to the normal first passage, a second passage disposed closer to the secondary chamber than the first passage is provided. ing. For this reason, it is possible to prevent the M / C pressure from being generated until the second passage is closed by the primary piston during braking, and the regeneration efficiency can be improved. Also, when the increase / decrease in the regenerative braking force is compensated by the hydraulic braking force, the M / C pressure does not fluctuate, so that the uncomfortable feeling of the brake can be suppressed.

JP 2002-76372 A

  However, even with the brake control device described in Patent Document 3, the regeneration efficiency cannot be improved after the second passage is blocked. Therefore, it is desired to further improve the regeneration efficiency. In addition, when the servo force is changed by regenerative cooperation after the second passage is blocked, the M / C pressure changes, causing a feeling of strangeness in the brake feeling. It is also desirable to be able to suppress it.

  An object of this invention is to provide the brake control apparatus which can raise regeneration efficiency more and can suppress the discomfort of a brake feeling more in view of the said point.

In order to achieve the above object, according to the first aspect of the present invention, the M / C (13) master piston (13a, 13b) is driven by a driving force corresponding to the operation amount of the brake operating element (11). In a braking control device that includes a C drive device (12) and is configured such that the master piston is pressed by the operation force of the brake operator and the drive force of the master piston by the master cylinder drive device , M / C (13) Connected to the storage chamber (16, 25, 27, 13e) for storing brake fluid flowing out from the M / C, and a master storage chamber adjusting valve (17) provided between the M / C and the storage chamber. 24, 28), target braking force acquisition means for acquiring a target braking force that is a target value of the braking force according to the operation of the brake operator, and an upper limit regenerative braking force that is an upper limit value of the regenerative braking force that can be generated Get the upper limit regeneration According to the power acquisition means, the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquisition means and the target braking force acquired by the target braking force acquisition means, the master storage chamber adjusting valve controls the M / C and storage. a master reservoir chamber between adjusting valve control means for controlling the flow of brake fluid between the chambers, the brake fluid in the M / C by Thus the master reservoir between control valve is controlled to the regulating valve control means between the master reservoir in response to the pressure changes, it is characterized by and a driving control means for changing the driving force for driving the M / C in M / C drive.

  As described above, the control valve between the master storage chambers is controlled, and the driving force of the M / C driving device is changed corresponding to the change in the M / C pressure by the control. Since the M / C pressure can be adjusted with respect to the amount of operation of the brake operator by controlling the control valve between the master storage chambers, the service braking force is reduced according to the upper limit regenerative braking force and the target braking force, and the regenerative braking force is increased. This makes it possible to improve the regeneration efficiency. Further, with respect to the change in the M / C pressure associated with the control of the regulating valve between the master storage chambers, the driving force by the M / C driving device is changed, so that the reaction against the operating force of the brake operator is countered. The force can be adjusted, and the FS characteristics can be brought close to or the same as in the case of normal braking without regenerative coordination. For this reason, it is also possible to suppress the driver from feeling uncomfortable with the brake feeling. And since such operation | movement can be performed in the whole during a braking, regeneration efficiency can be improved more and it becomes possible to suppress the discomfort of a brake feeling more. Here, “changing the driving force by the M / C driving device” includes changing the magnitude of the driving force and changing the direction of the driving force.

  According to the second aspect of the present invention, the target braking force shortage detecting means for detecting that the target braking force acquired by the target braking force acquiring means is less than the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquiring means. And when the target braking force shortage detecting means detects that the target braking force is less than the upper limit regenerative braking force, the master reservoir inter-regulator adjusting valve control means is controlled by the master inter-chamber adjusting valve from the M / C. Allowing the brake fluid to flow into the storage chamber, the M / C drive is performed more than when the drive control means does not detect that the target braking force is less than the upper limit regenerative braking force by the target braking force shortage detecting means. The driving force for driving the M / C in the apparatus is reduced.

  As described above, when the target braking force is less than the upper limit regenerative braking force, by allowing the brake fluid to flow from the M / C into the storage chamber, the increase in the M / C pressure is suppressed or the M / C pressure is increased. The service braking force can be reduced and the regenerative braking force can be increased. For example, if the M / C pressure is not generated when the master storage chamber regulating valve is fully opened, the service braking force is not generated, and all of the target braking force can be used as the regenerative braking force. Also, by reducing the driving force for driving the M / C in the M / C driving device, a reaction force in a direction against the operating force of the brake operator can be applied, and the FS characteristics are regeneratively coordinated. It is possible to approach or be the same as in the case of normal braking. Here, “reducing the driving force for driving the M / C” includes reducing the driving force in the same direction as the operating force of the brake operator and driving in the direction against the operating force of the brake operator. To increase power.

  In this case, as described in claim 3, the drive control means can reduce the driving force for driving the M / C in the M / C driving device as the target braking force increases.

  As described above, when the target braking force is less than the upper limit regenerative braking force, the reaction force corresponding to the operation amount of the brake operator is reduced by reducing the driving force for driving the M / C as the target braking force increases. Since it can be applied to the brake operator, it is possible to make the FS characteristic closer to or the same as in the case of normal braking without regenerative coordination.

  In the invention according to claim 4, when the target braking force is less than the upper limit regenerative braking force, the pressure increase control valve (23) provided between the M / C and the wheel cylinder (21), and the target Pressure increase control valve control means for blocking the flow of brake fluid from the master cylinder to the wheel cylinder by the pressure increase control valve when the target braking force is detected to be less than the upper limit regenerative braking force by the power shortage detection means It is characterized by having.

  In this way, when the target braking force is less than the upper limit regenerative braking force, the brake fluid is supplied to the M / C by controlling the pressure increase control valve to cut off the flow of the brake fluid from the M / C to the wheel cylinder. It is possible to reliably prevent an increase in wheel cylinder pressure, that is, an increase in service braking force. For example, when a spring is built in the storage chamber, it is possible to prevent the wheel cylinder pressure from being generated by the brake fluid pressure caused by the spring.

  In the invention described in claim 5, the target braking force satisfaction detecting means for detecting that the target braking force acquired by the target braking force acquiring means is equal to or higher than the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquiring means; An upper limit regenerative braking force increase detecting means for detecting that the increase amount per unit time of the upper limit regenerative braking force detected by the upper limit regenerative braking force acquisition means is larger than a predetermined threshold increase amount, and satisfying the target braking force The detection means detects that the target braking force is greater than or equal to the upper limit regenerative braking force, and the upper limit regenerative braking force increase detection means detects that the increase amount per unit time of the upper limit regenerative braking force is greater than the threshold increase amount. When the depressurization condition of being detected is satisfied, the master storage chamber regulating valve control means allows the brake fluid to flow from the M / C to the storage chamber by the master reservoir regulating valve. Is, the drive control means, than if the reduced pressure condition is not satisfied are also characterized by reducing the driving force for driving the M / C in M / C drive.

  When the pressure reduction condition is satisfied, it is preferable to reduce the service braking force and increase the regenerative braking force. Therefore, it is conceivable to reduce the M / C pressure in order to reduce the service braking force. However, if the M / C pressure is reduced without reducing the driving force for driving the M / C, the M / C pressure As a result, the brake operator is pulled in, causing the driver to feel uncomfortable with the brake feeling. On the other hand, when the depressurization condition is satisfied, the master / reservoir adjustment valve allows the brake fluid to flow from the M / C to the storage chamber to reduce the M / C pressure, and the depressurization condition is satisfied. Since the driving force for driving the M / C is made smaller than the case where the brake feeling is not, the uncomfortable feeling of the brake feeling can be suppressed. Therefore, even if the upper limit regenerative braking force increases during regenerative cooperative control, it is possible to suppress the driver from feeling uncomfortable with the pedal feeling.

  In this case, as described in claim 6, when the depressurization condition is satisfied, the master inter-chamber regulating valve control means increases the M / C as the increase amount per unit time of the upper limit regenerative braking force increases. The control valve between the master storage chambers is controlled so that the amount of brake fluid flowing from the storage chamber into the storage chamber increases, and the drive control means increases the amount of increase in the upper limit regenerative braking force per unit time. The driving force for driving the M / C in the apparatus can be reduced.

  In this way, the regenerative braking force is increased in response to the increase in the upper limit regenerative braking force by adjusting the driving force for driving the master storage chamber regulating valve and the M / C in response to the increase in the upper limit regenerative braking force. It is possible to suppress the uncomfortable feeling of the brake feeling while increasing the regeneration efficiency.

  According to the seventh aspect of the present invention, the brake fluid in the storage chamber is sucked through the inter-cylinder adjustment valve (22) provided between the M / C and the wheel cylinder (21) and the master storage chamber adjustment valve. Then, it is detected that the target braking force acquired by the brake fluid delivery means (26) for delivering to the wheel cylinder and the target braking force acquisition means is greater than or equal to the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquisition means. Upper limit regenerative braking force decrease detection for detecting that the reduction amount per unit time of the upper limit regenerative braking force detected by the upper limit regenerative braking force acquisition means is larger than a predetermined threshold reduction amount. Means for detecting that the target braking force is greater than or equal to the upper limit regenerative braking force by the target braking force satisfaction detecting unit, and a unit time of the upper limit regenerative braking force by the upper limit regenerative braking force decrease detecting unit. When the service braking force increase condition is detected that it is detected that the amount of decrease in the flow is greater than the threshold decrease amount, the master storage chamber adjustment valve control means The brake fluid is allowed to flow out of the chamber, the brake fluid delivery means delivers the brake fluid in the storage chamber to the wheel cylinder, and the drive control means is more effective than the case where the service braking force increase condition is not satisfied. The driving force for driving the M / C in the C driving device is reduced, and the outflow of the brake fluid from the wheel cylinder to the M / C side is adjusted by an inter-cylinder adjustment valve.

  When the service braking force increase condition is satisfied, it is necessary to reduce the regenerative braking force in accordance with the decrease in the upper limit revised braking force. Therefore, it is conceivable to reduce the regenerative braking force and increase the service braking force. On the other hand, since the brake fluid in the storage chamber is delivered to the W / C by the brake fluid delivery means, the service braking force can be increased by increasing the W / C pressure corresponding to the decrease in the upper limit regenerative braking force. it can. Further, when the brake fluid is allowed to flow out of the storage chamber by the master storage chamber adjusting valve and the brake fluid in the storage chamber is sent out by the brake fluid sending means, the M / C pressure is lowered. For this reason, if the brake fluid is delivered without reducing the driving force for driving the M / C, the brake operator is pulled in due to a decrease in the M / C pressure, causing the driver to feel uncomfortable with the brake feeling. I will give it. On the other hand, since the driving force for driving the M / C is reduced when the service braking force increasing condition is satisfied, a reaction force corresponding to the decrease in the M / C pressure can be generated. The operation element can be prevented from entering. Thereby, it is possible to suppress the driver from feeling uncomfortable with the brake feeling.

  In this case, as described in claim 8, when the service braking force increase condition is satisfied, the drive control means increases the driving force for driving the M / C in the M / C driving device as the target braking force increases. And the outflow of the brake fluid from the wheel cylinder to the M / C at a flow rate corresponding to the difference between the target braking force and the upper limit regenerative braking force can be allowed by the inter-cylinder adjustment valve.

  In this way, the driving force for driving the M / C is reduced as the target braking force is increased, and the reaction force in the direction against the operating force of the brake operator is increased as the operation of the brake operator is increased. Can do. Thereby, it is possible to generate a reaction force corresponding to the operation amount of the brake operator.

  As described above, the M / C drive device described above is an electric servo that applies a servo force corresponding to the operation force of the brake operator to the M / C as a drive force for driving the M / C. An apparatus (12) is mentioned. In this case, the driving force for driving the M / C in the M / C driving device is reduced by the drive control means, and the driving force is applied to the M / C in a direction against the operating force of the brake operator. Servo force in the direction opposite to the direction can be increased.

  As described above, the reaction force can be applied to the brake operator by generating the servo force in the reverse direction, which is the direction against the operation force of the brake operator, by the electric servo device.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

It is a mimetic diagram of braking control device 1 concerning a 1st embodiment of the present invention. 3 is a timing chart when the braking control device 1 is operated. It is a schematic diagram of the braking control apparatus 1 concerning 2nd Embodiment of this invention. It is a timing chart in the case of no regeneration, that is, when the target braking force is generated only by the service braking force. 7 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control. It is a timing chart in case an upper limit regenerative braking force increases in performing regenerative cooperative control. FIG. 5 is a timing chart when the upper limit regenerative braking force is lowered in a situation where the motor is rotated when performing regenerative cooperative control. 6 is a timing chart in the case where the regenerative cooperative control is performed and the upper limit regenerative braking force is reduced due to the rotation of the motor being stopped due to a vehicle stop or the like. It is the flowchart which showed the detail of the regeneration cooperation control process. It is a schematic diagram of the braking control apparatus 1 concerning 3rd Embodiment of this invention. 7 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control. It is a timing chart in case an upper limit regenerative braking force increases in performing regenerative cooperative control. FIG. 5 is a timing chart when the upper limit regenerative braking force is lowered in a situation where the motor is rotated when performing regenerative cooperative control. It is a schematic diagram of the braking control apparatus 1 concerning 4th Embodiment of this invention. It is a timing chart in the case of no regeneration, that is, when the target braking force is generated only by the service braking force. 7 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control. It is a timing chart in case an upper limit regenerative braking force increases in performing regenerative cooperative control. FIG. 5 is a timing chart when the upper limit regenerative braking force is lowered in a situation where the motor is rotated when performing regenerative cooperative control. 6 is a timing chart in the case where the regenerative cooperative control is performed and the upper limit regenerative braking force is reduced due to the rotation of the motor being stopped due to a vehicle stop or the like. It is a schematic diagram of the braking control apparatus 1 concerning 5th Embodiment of this invention. It is a schematic diagram of the braking control apparatus 1 concerning 6th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described. FIG. 1 is a schematic diagram of a braking control device 1 according to the present embodiment. With reference to this figure, the structure of the braking control apparatus 1 concerning this embodiment is demonstrated. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating a braking force for each of the four wheels is provided. ing.

  As shown in FIG. 1, a brake pedal 11 as a brake operator that is depressed by a driver when a braking force is generated in a vehicle is connected to an electric servo device 12 and an M / C 13 for applying a servo force. When the brake pedal 11 is depressed, the electric servo device 12 generates a servo force corresponding to the operation amount of the brake pedal 11, and the pedal force corresponding to the depression of the brake pedal 11 and the servo force generated by the electric servo device 12 are added. Based on the force, the M / C pistons 13a and 13b disposed on the M / C 13 are pressed. The operation amount of the brake pedal 11 is detected based on detection signals from the pedal force sensor 11a and the stroke sensor 11b, and the electric servo device 12 drives the M / C 3 by adjusting the servo force in accordance with the operation amount. .

  The electric servo device 12 functions as an M / C driving device that drives the M / C 13 with a driving force corresponding to the operation amount of the brake pedal 11, and the M / C pistons 13a and 13b are adjusted by adjusting the servo force. Adjust the pressing force. With respect to the servo force generated by the electric servo device 12, the direction in which the servo force is generated can be adjusted in addition to the increase / decrease of the magnitude, and the electric servo device 12 presses the M / C pistons 13a and 13b. Servo force that applies force in the direction, and servo force that applies force in the direction against the depression of the brake pedal 11 without applying force in the direction of pressing the M / C pistons 13a and 13b (hereinafter referred to as reverse servo force) Is generated. Since the structure of the electric servo device 12 is the same as that of the conventional one, the detailed description is omitted.

  The M / C 13 includes a primary chamber 13c and a secondary chamber 13d defined by the M / C pistons 13a and 13b, and the same M / C pressure is generated in each of the chambers 13c and 13d. At the time of regenerative control, even if the M / C pistons 13a and 13b move as described later until the target braking force according to the operation amount of the brake pedal 11 exceeds the upper limit regenerative braking force that can be generated by a motor (not shown), M The / C pressure is not generated, and the M / C pressure is generated when the service braking force exceeding the upper limit regenerative braking force is generated.

  Further, the M / C 13 is provided with an M / C reservoir 13e having passages communicating with the primary chamber 13c and the secondary chamber 13d. The M / C reservoir 13e supplies brake fluid into the M / C 13 through the passage, or stores excess brake fluid in the M / C 13.

  The M / C pressure generated in the M / C 13 when generating the service braking force is transmitted to the wheel cylinders (hereinafter referred to as W / C) 21 and 31 through the first piping system 20 and the second piping system 30. . Specifically, the first piping system 20 includes a pipeline A that connects the primary chamber 13c and the W / C 21, and the second piping system 30 connects the secondary chamber 13d and the W / C 31. Since the pipe E is provided, the M / C pressure is transmitted to the W / C 21 and 31 through the pipes A and E. In the first piping system 20, for example, the brake fluid pressure applied to the left front wheel FL and the right rear wheel RR is controlled, and in the second piping system 30, for example, the brake fluid pressure applied to the right front wheel FR and the left rear wheel RL. In FIG. 1, only the hydraulic circuit corresponding to the left front wheel FL in the first piping system 20 and the hydraulic circuit corresponding to the right front wheel FR in the second piping system 30 are shown.

  Further, the M / C 13 has an upper limit regenerative braking force that can generate a target braking force according to the operation amount of the brake pedal 11 by a motor (not shown) when the brake pedal 11 is depressed when performing the regenerative braking control. The reservoir 16 is connected as a storage chamber that prevents the M / C pressure from being generated by containing the brake fluid. In FIG. 1, the reservoir 16 is configured to be connected to the secondary chamber 13 d in the M / C 13, but is assumed to be connected to the pipelines A and E of the first piping system 20 or the second piping system 20. May be.

  Furthermore, an electromagnetic valve 17 as a master reservoir inter-regulator adjusting valve is provided in a pipe line connecting the M / C 13 and the reservoir 16. This solenoid valve 17 controls the communication cutoff between the M / C 13 and the reservoir 16 according to the energization state of the solenoid coil, and is shut off (closed) as shown in the figure when not energized. The communication state (opened) is assumed. For this reason, the communication cutoff between the M / C 13 and the reservoir 16 is controlled by the electromagnetic valve 17.

  Further, the brake control device 1 is provided with an electronic control device for brake control (hereinafter referred to as a brake ECU) 50 as a control means that controls the control system. In the present embodiment, the brake ECU 50 has a target braking force acquisition means, an upper limit regenerative braking force acquisition means, a master storage chamber adjusting valve control means, a drive control means, a target braking force shortage detection means, a pressure increase control valve control means, a target control pressure control means. It plays the role of power satisfaction detection means and upper limit regenerative braking force increase detection means.

  Specifically, the brake ECU 50 detects the operation amount of the brake pedal 11 by inputting detection signals of the pedal force sensor 11a and the stroke sensor 11b, and also uses a hybrid electronic control device (hereinafter referred to as HV-) through an in-vehicle LAN or the like. An upper limit regenerative braking force generated by a motor (not shown) is acquired by inputting information from 60). Further, the brake ECU 50 calculates a target braking force corresponding to the operation amount of the brake pedal 11, and adjusts the servo force of the electric servo device 12 and controls the electromagnetic valve 17 based on the target braking force and the upper limit regenerative braking force. Do. Details of the control of the braking control device 1 by the brake ECU 50 will be described later.

  Next, the operation of the braking control device 1 configured as described above will be described. FIG. 2 shows a timing chart during operation of the braking control device 1 and will be described with reference to this figure. In the following description, the solenoid valve 17 is described as the solenoid 1.

  First, if the brake pedal 11 is depressed at time t1 in FIG. 2, the pedaling force is applied to the brake pedal 11 from that time. The target braking force is a value corresponding to the pedaling force applied at this time. Further, the regenerative braking force that can be generated is calculated based on the information regarding the upper limit regenerative braking force input from the HV-ECU 60 to the brake ECU 50.

  At this time, if the target braking force can be generated only by the regenerative braking force, it is not necessary to generate the service braking force. For this reason, in that case, the M / C pistons 13a and 13b are moved by causing the solenoid 1 to be in a communicating state, causing the M / C 13 and the reservoir 16 to communicate with each other, and causing the brake fluid to flow into the reservoir 16 side. Also, the M / C pressure is kept at 0. Thereby, since it is possible to prevent the service braking force from being generated, it is possible to improve the regeneration efficiency.

  Further, at the same time as performing the regenerative cooperation, the servo force generated by the electric servo device 12 is made smaller than the servo force generated when the regenerative cooperation is not performed because the regenerative braking force is generated. If the target braking force can be generated only by the regenerative braking force, the reverse servo force is generated as shown in FIG. In this way, the pedal reaction force is applied to the brake pedal 11 in a direction against the depression, and the stroke of the brake pedal 11 can be generated as the inflow into the reservoir 16. It becomes possible to bring the characteristics closer to or the same as in the case of normal braking without regenerative coordination. For this reason, it is possible to suppress the driver from feeling uncomfortable with the brake feeling.

  Further, with respect to the reverse servo force generated at this time, the reverse servo force increases (the servo force decreases) as the target braking force increases. In this way, the servo force according to the amount of operation of the brake pedal 11 can be achieved, so that the FS characteristic can be made closer to or the same as in the case of normal braking without regenerative coordination.

  Subsequently, when the target braking force becomes larger than the upper limit regenerative braking force at time t2, the solenoid 1 is switched from the communication state to the cutoff state, and a service braking force that is the difference between the target braking force and the upper limit regenerative braking force is generated. As a result, the service braking force supplements the amount that cannot be obtained by the regenerative braking force, and the target braking force is generated. At this time, the servo force by the electric servo device 12 is adjusted according to the target braking force to generate a servo force that applies a force in the direction of pressing the M / C pistons 13a and 13b. Therefore, the M / C pistons 13a and 13b are pressed by a force obtained by adding the pedaling force caused by the depression of the brake pedal 11 by the driver and the servo force generated by the electric servo device 12, and the brake hydraulic pressure generated thereby becomes W / C21, 31. The service braking force is generated by being applied to.

  Further, when the depression of the brake pedal 11 is released, the target braking force decreases with the operation of returning the depression of the brake pedal 11. Then, immediately before the target braking force becomes equal to or less than the upper limit regenerative braking force at time t3, the electric servo device 12 generates a reverse servo force. Subsequently, when the target braking force becomes equal to or less than the upper limit regenerative braking force at time t3, the mode is switched from the mode in which both the regenerative braking force and the service braking force are generated to the mode in which only the regenerative braking force is generated, and the solenoid 1 is brought into the communication state again. Switch. As a result, similar to the period from the time point t1 to the time t2, the regenerative efficiency can be improved by setting only the regenerative braking force, and the FS characteristic can be obtained even in the state where only the regenerative braking force is generated. Can be brought close to or the same as in the case of normal braking without regenerative coordination.

  After that, when the depression of the brake pedal 11 is completely released at time t4, it is not necessary to generate a braking force, so that the servo force by the electric servo device 12 is reduced to 0 and the solenoid 1 is returned to the cutoff state. In this way, regenerative cooperative control can be performed.

  In FIG. 2, the service braking force is shown to be slightly generated during the period from time t1 to t2 and during the period from time t3 to t4. This is because a slight brake fluid pressure is generated due to the elastic force of the spring existing in the reservoir 16, and a slight service braking force is thereby generated. However, since the service braking force at this time is very small, the service braking force can be basically prevented from being generated, and the regeneration efficiency can be sufficiently improved.

  As described above, according to the braking control device 1 of the present embodiment, the reservoir 16 that allows the brake fluid in the M / C 13 to flow when the brake pedal 11 is depressed, and the inflow of the brake fluid to the reservoir 16 are controlled. The electromagnetic valve 17 is provided, and the servo force of the electric servo device 12 is changed corresponding to the change of the M / C pressure by the control of the electromagnetic valve 17. Specifically, by setting the electromagnetic valve 17 in a communicating state, the M / C pressure is not generated when only the regenerative braking force is generated, and the service braking force is not generated. Thereby, it becomes possible to improve regeneration efficiency.

  Further, since the M / C pressure that should normally be generated is not generated by driving the solenoid valve 17, the reverse servo force is generated by the electric servo device 12 correspondingly. As a result, a pedal reaction force can be applied to the brake pedal 11 in a direction that resists depression, and the stroke of the brake pedal 11 can be generated by the amount of inflow into the reservoir 16. Can be brought close to or the same as in the case of normal braking without regenerative coordination.

  For this reason, it is also possible to suppress the driver from feeling uncomfortable with the brake feeling. And since such operation | movement can be performed in the whole during a braking, regeneration efficiency can be improved more and it becomes possible to suppress the discomfort of a brake feeling more.

(Second Embodiment)
A second embodiment of the present invention will be described. In the present embodiment, one embodiment of the present invention is applied to a configuration including a brake fluid pressure control actuator. The configuration of the braking control device 1 according to the present embodiment is mainly changed by adding a brake fluid pressure control actuator to the first embodiment, and the rest is the same as the first embodiment. Therefore, only different parts from the first embodiment will be described.

  FIG. 3 is a schematic diagram of the braking control device 1 according to the present embodiment. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating braking force for each of the four wheels is provided. ing.

  As shown in FIG. 3, the brake control device 1 of the present embodiment includes a brake fluid pressure control actuator 40. The brake fluid pressure control actuator 40 includes a differential pressure control valve 22, a pressure increase control valve 23, a pressure reduction control valve 24, a pressure regulating reservoir 25 and a pump 26 provided in the first piping system 20, and a second piping system 30. A differential pressure control valve 32, a pressure increase control valve 33, a pressure reduction control valve 34, a pressure regulating reservoir 35, and a pump 36 are provided.

  The differential pressure control valve 22 is provided in the pipeline A and divides the pipeline A into the M / C 13 side and the W / C 21 side, and is controlled to a communication state and a differential pressure state according to the energization state of the solenoid coil. Then, a differential pressure set according to the amount of current that is energized is generated between the M / C 13 side and the W / C 21 side. The pressure increase control valve 23 is disposed on the W / C 21 side of the pipe line A with respect to the differential pressure control valve 22 and controls communication between the M / C 13 and the W / C 21. The pressure increase control valve 23 controls the pressure increase of the W / C 21. When the pressure increase control valve 23 is in the communication state, the W / C 21 can be increased, and when the pressure increase control valve 23 is in the shut-off state, the W / C 21 is increased. Not to be done.

  The pressure reduction control valve 24 is provided in the pipeline B connecting the W / C 21 side and the pressure regulating reservoir 25 with respect to the pressure increase control valve 23 in the pipeline A. The pressure reduction control valve 24 controls the pressure reduction of the W / C 21, and when the pressure reduction control valve 24 is in the shut-off state, the W / C 21 and the pressure regulating reservoir 25 are shut off, but when in the communication state, the W / C 21 is regulated. The brake fluid that communicates with the pressure reservoir 25 and generates W / C pressure with respect to the W / C 21 is caused to flow into the pressure adjustment reservoir 25.

  The pressure adjusting reservoir 25 stores the brake fluid on the W / C 21 side that is released through the pipe B when the pressure reducing control valve 24 is in a communication state, and supplies the brake fluid to the pump 26 provided in the pipe C. In addition, the pressure adjusting reservoir 25 is built in so as to prevent high pressure from being applied to the suction port of the pump 26 when supplying brake fluid from the M / C 13 side to the pump 26 through the conduit D during brake assist control, for example. The pressure regulating valve 25a serves to regulate pressure. The pump 26 supplies the brake fluid between the differential pressure control valve 22 and the pressure increase control valve 23 in the pipe A by sucking and discharging the brake fluid stored in the pressure regulating reservoir 25. The pump 26 is driven by using the motor 41 as a common drive source with the pump 36 on the second piping system 30 side.

  On the other hand, a differential pressure control valve 32, a pressure increase control valve 33, a pressure reduction control valve 34, a pressure regulating reservoir 35 including a pressure regulating valve 35 a and a pump 36 provided in the second piping system 30 are also provided in the first piping system 20. The differential pressure control valve 22, the pressure increase control valve 23, the pressure reduction control valve 24, the pressure regulating reservoir 25, and the pump 26 are configured in the same manner. That is, in the second piping system 30, the point where the W / C pressure of the W / C 31 is controlled and the point where the pipes E to H are provided instead of the pipes A to D are the same as the first piping system 20. Although different, the configuration is basically the same as that of the first piping system 20.

  With such a structure, the brake hydraulic pressure control actuator 40 provided in the braking control device 1 of the present embodiment is configured. Further, the braking control device 1 of the present embodiment has a structure in which the electromagnetic valve 17 and the reservoir 16 are connected between the M / C 13 and the differential pressure control valve 22 in the pipeline A in the first piping system 20.

  Although not shown in FIG. 3, the brake control device 1 of the present embodiment is also provided with a brake ECU 50, and in addition to the electromagnetic valve 17, the brake ECU 50 includes differential pressure control valves 22 and 32, pressure increase. The control valves 23 and 33, the pressure reduction control valves 24 and 34, and the motor 41 are driven. Further, the M / C pressure is detected by the M / C pressure sensor 42 provided in the pipe A and fed back to the brake ECU 50.

  As described above, the braking control device 1 of the present embodiment is configured. Next, the operation of the braking control device 1 of the present embodiment will be described with reference to FIGS. In the following description, the solenoid valve 17 will be described as the solenoid 1, the differential pressure control valve 22 as the solenoid 2, and the pressure increase control valve 23 as the solenoid 3.

  FIG. 4 is a timing chart when there is no regeneration, that is, when the target braking force is generated only by the service braking force.

  First, as shown in FIG. 4, if the brake pedal 11 is depressed at time t1, a pedaling force is applied to the brake pedal 11 from that time. The target braking force is a value corresponding to the pedaling force applied at this time. When there is no regeneration, the upper limit regenerative braking force is 0, and the target braking force is generated only by the service braking force. 36 is also not driven. Then, a servo force corresponding to the pedaling force and stroke is generated by the electric servo device 12. Accordingly, an M / C pressure is generated based on a force obtained by adding the pedaling force and the servo force generated when the driver depresses the brake pedal 11, and this M / C pressure is set as the W / C pressure. The service braking force is generated by being added to.

  The servo force generated by the electric servo device 12 changes in accordance with the stepping force and stroke, which are the operation amount of the brake pedal 11, and is reduced accordingly when the depression of the brake pedal 11 is released. For this reason, the M / C pressure generated based on the force obtained by adding the pedaling force and the servo force also changes similarly, and the W / C pressure also changes similarly.

  FIG. 5 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control.

  First, as shown in FIG. 5, if the brake pedal 11 is depressed at time t1, a pedaling force is applied to the brake pedal 11 from that time. The target braking force is a value corresponding to the pedaling force applied at this time. Further, the obtained regenerative braking force is calculated based on information on the upper limit regenerative braking force input from the HV-ECU 60 to the brake ECU 50.

  At this time, it is not necessary to generate the service braking force during the period in which the target braking force can be generated only by the regenerative braking force. In this case, even if the M / C pistons 13a and 13b are moved by making the solenoid 1 in a communicating state, the M / C 13 and the reservoir 16 are communicated, and the brake fluid flows into the reservoir 16 side. The / C pressure is kept at 0. Thereby, since it is possible to prevent the service braking force from being generated, it is possible to improve the regeneration efficiency. Further, the M / C pressure can be reduced to almost zero simply by bringing the solenoid 1 into the communication state, but by simultaneously bringing the solenoid 3 into the communication state, the M / C pressure due to the elastic force of the spring of the reservoir 16 can be reduced to W. / C21, 31 can be prevented from being added. The solenoid 2 and the pumps 26 and 35 are not driven.

  Further, as in the first embodiment, a reverse servo force is generated. As a result, the FS characteristic can be brought close to or the same as in the case of normal braking without regenerative coordination, and it is possible to suppress the driver from feeling uncomfortable with the brake feeling.

  Subsequently, when the target braking force becomes larger than the upper limit regenerative braking force at time t2, the solenoid valve 17 is switched from the communication state to the shut-off state, as in the first embodiment, and the difference between the target braking force and the upper limit regenerative braking force. The service braking force is generated.

  Further, when the depression of the brake pedal 11 is released at the time point t3, the target braking force decreases with the operation of returning the depression of the brake pedal 11. When the target braking force becomes equal to or lower than the upper limit regenerative braking force, the mode is switched from the mode in which both the regenerative braking force and the service braking force are generated to the mode in which only the regenerative braking force is generated. A reverse servo force is generated by the servo device 12. As a result, similar to the period from the time point t1 to the time t2, the regenerative efficiency can be improved by setting only the regenerative braking force, and the FS characteristic can be obtained even in the state where only the regenerative braking force is generated. Can be brought close to or the same as in the case of normal braking without regenerative coordination.

  Thereafter, when the depression of the brake pedal 11 is completely released at time t4, it is not necessary to generate a braking force, so that the servo force by the electric servo device 12 is reduced to 0 and the electromagnetic valve 17 is returned to the shut-off state. In this way, regenerative cooperative control can be performed.

  Note that a slight M / C pressure is also generated during the period from time t3 to time t4 in FIG. 5 due to the elastic force of the spring existing in the reservoir 16, but in the electric servo device 12 immediately before time t3. A reverse servo force of a predetermined level that does not give the driver a feeling of strangeness in the brake feeling is generated, the stroke is pulled back, the M / C pressure and the W / C pressure are reduced to 0 at time t3, and the solenoid 3 is turned off at time t3. Since it is closed, the W / C pressure is not generated and the service braking force is not generated regardless of the M / C pressure generated during the period from the time point t3 to t4. Therefore, the regeneration efficiency can be further improved.

  FIG. 6 is a timing chart when the upper limit regenerative braking force increases in the case of performing regenerative cooperative control. The upper limit regenerative braking force is determined by motor characteristics. For example, the power generation torque is small when the motor rotates at a high speed, but the power generation torque increases when the motor is at a low speed. For this reason, the upper limit regenerative braking force may increase as the rotational speed of the motor decreases. FIG. 6 shows the operation of the braking control device 1 in this case.

  First, the operation similar to that shown in FIG. When the upper limit regenerative braking force increases at time points t5 to t6, it is necessary to depressurize the W / Cs 21 and 31 to decrease the service braking force, and the depressurization condition is satisfied. For this reason, the W / C pressure is lowered by controlling the solenoid 1. Along with this, the M / C pressure also decreases. In the control of the solenoid 1, in order to change the W / C pressure linearly in response to the change in the upper limit regenerative braking force, the amount of inflow into the reservoir 16 increases as the increase amount of the upper limit regenerative braking force per unit time increases. Like that. For example, the energizing amount of the solenoid 1 is controlled so as to exert a throttling effect so that the brake fluid flows into the reservoir 16 by a certain amount, or the energizing time of the solenoid 1 is controlled by duty control, and the reservoir 16 per unit time is controlled. Make sure that the amount of brake fluid flowing into the tank is constant. Thereby, even if the upper limit regenerative braking force changes, the stroke of the brake pedal 11 can be kept constant, and the service braking force is adjusted by adjusting the W / C pressure corresponding to the change in the upper limit regenerative braking force. be able to.

  Further, the servo force of the electric servo device 12 is reduced in response to the decrease in the M / C pressure. At this time, the servo force may be reduced as the M / C pressure decreases based on the detection signal of the M / C pressure sensor 42, or the M / C pressure may be increased corresponding to the increase amount of the upper limit regenerative braking force. Therefore, the servo force may be made smaller as the increase amount per unit time of the upper limit regenerative braking force is larger.

  In this case, even if the M / C pressure decreases, if the servo force remains unchanged, the reaction force applied to the brake pedal 11 changes as the M / C pressure decreases, causing the driver to feel the brake feeling. Will give you a sense of incongruity. However, since the reaction force corresponding to the decrease in the M / C pressure can be generated by reducing the servo force as described above, this uncomfortable feeling can be suppressed. Therefore, even if the upper limit regenerative braking force increases during the regenerative cooperative control, it is possible to suppress the driver from feeling uncomfortable with the brake feeling.

  Thereafter, the same effects as described above can be obtained by performing the same operation as in FIG. 5 at the time points t3 to t4.

  FIG. 7 is a timing chart in the case where the upper limit regenerative braking force is lowered in the situation where the motor is rotated in the case of performing the regenerative cooperative control. As described above, the upper limit regenerative braking force is determined by the motor characteristics. For example, when the amount of charge of the battery becomes full due to the power generation of the motor, the upper limit regenerative braking force decreases. FIG. 7 shows the operation of the braking control device 1 in this case.

  First, the operation similar to that shown in FIG. If the upper limit regenerative braking force decreases during the period from time t7 to time t8, it is necessary to increase the service braking force accordingly, and the service braking force increase condition is satisfied. Therefore, the pumps 26 and 36 are driven by controlling the energization amount of the solenoid 2 to be in a differential pressure state and driving the motor 41 in order to generate a decrease in the upper limit regenerative braking force by the service braking force. At this time, the solenoid 1 is also brought into a communicating state, and the brake fluid in the reservoir 16 is sucked and discharged by the pumps 26 and 36, thereby increasing the W / C pressures of the W / Cs 21 and 31. That is, the brake fluid used for pressurization of the W / C pressure is supplied from the reservoir 16, and the solenoid 2 is set to the differential pressure state to adjust the brake fluid flow from the W / C 21 to the M / C 13 side. The W / C pressures of W / C 21 and 31 are adjusted. The control of the solenoid 2 sets a differential pressure value corresponding to the amount of decrease of the upper limit regenerative braking force per unit time in order to change the W / C pressure linearly in response to the change of the upper limit regenerative braking force. The amount of brake fluid flowing from / C21 to the M / C13 side is adjusted. Thereby, even if the upper limit regenerative braking force changes, the stroke of the brake pedal 11 can be kept constant, and the service braking force is adjusted by adjusting the W / C pressure corresponding to the change in the upper limit regenerative braking force. be able to.

  Further, a reverse servo force is generated by the electric servo device 12. When the solenoid 1 is brought into a communication state and the pumps 26 and 36 are driven in accordance with a decrease in the upper limit regenerative braking force, the M / C pressure decreases, and the amount generated due to the elastic force of the spring existing in the reservoir 16. It becomes only. In this case, there is a possibility that the stroke of the brake pedal 11 is increased even though the pedaling force is not changed as the M / C pressure decreases. Therefore, if the reverse servo force is generated by the electric servo device 12 in response to the decrease in the M / C pressure, even if the M / C pressure decreases, the corresponding pedal reaction force is generated by the reverse servo force. It is possible to prevent the brake pedal 11 from entering. Therefore, in this case as well, it is possible to suppress the driver from feeling uncomfortable with the brake feeling.

  Subsequently, when the lowering of the upper limit regenerative braking force stops at time t8, the solenoid 1 is again turned off and the solenoid 2 is brought into communication again, and the servo force corresponding to the upper limit regenerative braking force by the electric servo device 12, that is, A servo force corresponding to the difference between the pedaling force and the upper limit regenerative braking force is generated. The brake fluid used to increase the W / C pressure is the brake fluid that has flowed into the reservoir 16, and the amount of brake fluid that has flowed into the reservoir 16 is added to the brake pedal 11 at that time. Since the amount corresponds to the pedaling force, when the driving of the pumps 26 and 36 is stopped at time t8, it becomes possible to generate a service braking force corresponding to the pedaling force at that time.

  Thereafter, the same effects as described above can be obtained by performing the same operation as in FIG. 5 at the time points t3 to t4.

  FIG. 8 is a timing chart in the case where the regenerative cooperative control is performed and the upper limit regenerative braking force is reduced due to the motor rotation being stopped due to the stop of the vehicle or the like. For example, since the rotation of the motor is stopped when the vehicle stops, the upper limit regenerative braking force decreases. FIG. 8 shows the operation of the braking control device 1 in this case.

  First, the operation similar to that shown in FIG. Then, when the upper limit regenerative braking force decreases during the period from time t9 to t10, the same operation as time t7 to t8 in FIG. 7 is performed in order to generate the decrease by the service braking force. At time t10, the regenerative braking force is completely replaced with the service braking force, and the target braking force is generated only by the service braking force. Even in such a case, the same effect as described above can be obtained by performing the same control as in the case of FIG.

  Next, details of the regenerative cooperative control process that realizes the above operation will be described. FIG. 9 is a flowchart showing details of the regeneration cooperative control process. The regenerative cooperative control process shown in this figure is executed based on a program stored in advance by the brake ECU 50. For example, each process shown in FIG. 9 is executed every predetermined control period when the ignition switch is turned on.

  First, in step 100, it is determined whether or not the target braking force exceeds zero. This process is performed based on detection signals from the pedal force sensor 11a and the stroke sensor 11b, and is performed to determine whether or not the brake pedal 11 is depressed. If a negative determination is made here, it is not necessary to execute regenerative cooperative control, so the processing is terminated as it is, and the process proceeds to step 105 only when an affirmative determination is made.

  In step 105, it is determined whether or not the upper limit regenerative braking force is larger than the target braking force. That is, it is determined whether or not the target braking force can be generated only by the regenerative braking force. In the initial stage after the brake pedal 11 is depressed, the upper limit regenerative braking force exceeds the target braking force. If an affirmative determination is made in step 105, the process proceeds to step 110, where the solenoid 3 is shut off (closed) to prevent an increase in the W / C pressure, and the process proceeds to step 115, where the solenoid 1 is opened. As a result, the brake fluid is caused to flow into the reservoir 16 and the generation of the M / C pressure is suppressed. In Step 120, a small servo force corresponding to the target braking force, specifically, a reverse servo force that is opposite to the direction in which the M / C pistons 13a and 13b are pressed is generated. As a result, a pedal reaction force can be applied to the brake pedal 11 in a direction that resists depression, and the FS characteristic can be brought close to or the same as that in normal braking without regenerative coordination. Become.

  Thereafter, the pumps 26 and 36 are turned off at step 125, and the solenoid 2 is opened at step 130 to establish a communication state. Then, the process ends. By such processing, the operation as shown at time points t1 to t2 in FIGS. 5 to 8 is performed.

  On the other hand, if a negative determination is made in step 105, the process proceeds to step 135, the solenoid 3 is brought into a communication state (valve open), and the process proceeds to step 140 to calculate the amount of change in the upper limit regenerative braking force. It is determined whether the change in the upper limit regenerative braking force is constant, increased, or decreased from the change amount calculated in step (1). Here, a change amount per unit time of the upper limit regenerative braking force, that is, an increase amount or a decrease amount is detected. If the change amount is between a predetermined threshold increase amount and a predetermined threshold decrease amount, it is constant, predetermined If it is larger than the threshold increase amount, it is determined to increase, and if it is smaller than the predetermined threshold decrease amount, it is determined to decrease.

  Here, if it is determined that the change in the upper limit regenerative braking force is constant, the process proceeds to step 150, and the inflow of the brake fluid into the reservoir 16 is terminated by setting the solenoid 1 to the shut-off state, and the process proceeds to step 155. A small servo force corresponding to the difference between the target braking force and the upper limit regenerative braking force, that is, a small servo force is set as compared with a case where the target braking force is generated only by the service braking force. Thereafter, in step 125, the pumps 26 and 36 are turned off, and in step 130, the solenoid 2 is opened to establish a communication state. Then, the process ends. By such processing, operations as shown at time points t2 to t3 in FIG. 5 are performed.

  If it is determined that the change in the upper limit regenerative braking force is an increase, the routine proceeds to step 160, where the solenoid 1 is opened to bring it into a communicating state, and the brake fluid is caused to flow into the reservoir 16. In step 165, a small servo force corresponding to the difference between the target braking force and the upper limit regenerative braking force, that is, a small servo force is set as compared with a case where the target braking force is generated only by the service braking force. Thereby, it regulates so that M / C pressure may fall. Thereafter, in step 125, the pumps 26 and 36 are turned off, and in step 130, the solenoid 2 is opened to establish a communication state. Then, the process ends. By such processing, the operation as shown from time T5 to time t6 in FIG. 6 is performed.

  Further, if it is determined that the change in the upper limit regenerative braking force is a decrease, the process proceeds to step 170, and the solenoid 1 is opened to bring it into a communicating state, thereby allowing the brake fluid to flow into the reservoir 16. In step 175, a small servo force corresponding to the target braking force, specifically, a reverse servo force that is opposite to the direction in which the M / C pistons 13a and 13b are pressed is generated. As a result, a pedal reaction force can be applied to the brake pedal 11 in a direction that resists depression, and the FS characteristic can be brought close to or the same as that in normal braking without regenerative coordination. Become. In step 180, the pumps 26 and 36 are turned on, and in step 185, the solenoid 2 is controlled in accordance with the difference between the target braking force and the upper limit regenerative braking force. Then, the process ends. By such processing, operations as shown at time points t7 to t8 in FIG. 7 and time points t9 to t10 in FIG. 8 are performed.

  Based on such regenerative cooperative control processing, each of the above-described patterns, that is, regenerative cooperation corresponding to the case where the upper limit regenerative braking force does not change and increases or decreases when regenerative cooperation is performed. Control can be performed.

  As described above, in the brake control device 1 of the present embodiment, the same operation as that of the first embodiment is performed in the structure provided with the brake fluid pressure control actuator 40. Thereby, the effect similar to 1st Embodiment can be acquired.

  Further, when the upper limit regenerative braking force changes during braking, the servo force is changed correspondingly. For example, when the upper limit regenerative braking force increases, the service braking force is reduced corresponding to the upper limit regenerative braking force by reducing the servo force. In addition, when the regenerative braking force decreases, the solenoid 1 (solenoid valve 17) is brought into communication so that the brake fluid in the reservoir 16 can be used, and the W / C pressure is increased by driving the pump to control the service. In addition to generating power, a reverse servo force is generated in response to a decrease in the M / C pressure by bringing the M / C 13 and the reservoir 16 into communication. For this reason, it is possible to prevent the brake pedal 11 from entering, and to suppress the driver from feeling uncomfortable with the brake feeling.

(Third embodiment)
A third embodiment of the present invention will be described. This embodiment is different from the second embodiment in the configuration of the electromagnetic valve 17 as the master reservoir inter-regulator adjusting valve, and is otherwise the same as the second embodiment, so the second embodiment Only different parts will be described.

  FIG. 10 is a schematic diagram of the braking control device 1 according to the present embodiment. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating braking force for each of the four wheels is provided. ing.

  As shown in FIG. 10, in the braking control device 1 of the present embodiment, a check valve 17 a is provided in parallel to the electromagnetic valve 17. This check valve 17a allows only the flow of brake fluid from the reservoir 16 to the M / C 13 side. By providing such a check valve 17a, when the brake fluid in the reservoir 16 is sucked by the pumps 26 and 36, the electromagnetic valve 17 does not have to be in a communication state.

  Next, the operation of the braking control device 1 of the present embodiment will be described. This will be described with reference to FIGS. In this embodiment, the solenoid valve 17 will be described as the solenoid 1, the differential pressure control valve 22 as the solenoid 2, and the pressure increase control valve 23 as the solenoid 3.

  First, the operation without regeneration is the same as in the second embodiment, and the operation described based on the timing chart shown in FIG. 4 is performed. On the other hand, when performing regenerative cooperative control, the operation for returning the brake fluid that has flowed into the reservoir 16 to the M / C 13 side is changed with respect to the second embodiment.

  FIG. 11 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control. As shown in this figure, the operations at time points t1 to t2 and time points t2 to t3 are the same as in the second embodiment, and the operation described based on the timing chart shown in FIG. 5 is performed. However, regarding the operation from time t3 to time t4, unlike the second embodiment, the solenoids 1 and 3 are not driven. That is, the solenoid 1 is kept in the shut-off state, and the brake fluid in the reservoir 16 is returned to the M / C 13 side through the check valve 17a. The solenoid 3 may be energized to be cut off, but is not energized to simplify the control. In this case, the brake fluid pressure resulting from the elastic force of the spring of the reservoir 16 is generated as an M / C pressure, and this is applied as a W / C pressure to each of the W / Cs 21 and 31. Although it occurs, it is not a large braking force as described above, and therefore it does not reduce the regeneration efficiency. Of course, if the solenoid 3 is shut off at this time, the pressure reducing valves 24 and 34 are opened, and the pumps 26 and 36 are turned on, the service braking force is generated due to the elastic force of the spring of the reservoir 16. Can be suppressed.

  FIG. 12 is a timing chart when the upper limit regenerative braking force increases in the case of performing regenerative cooperative control. As shown in this figure, the operations at time points t1 to t2, time points t2 to t5, time points t5 to t6, and time points t6 to t3 are the same as in the second embodiment, and based on the timing chart shown in FIG. The described operation takes place. However, regarding the operation from time t3 to time t4, unlike the second embodiment, the solenoids 1 and 3 are not driven. That is, the solenoid 1 is kept in the shut-off state, and the brake fluid in the reservoir 16 is returned to the M / C 13 side through the check valve 17a. Similarly to the operation of FIG. 11, the solenoid 3 is not shut off to simplify the control, but the solenoid 3 is energized to shut off, the pressure reducing valves 24 and 34 are opened, and the pumps 26 and 36 are opened. Is turned on, it is possible to prevent the service braking force from being generated due to the elastic force of the spring of the reservoir 16.

  FIG. 13 is a timing chart in the case where the upper limit regenerative braking force is reduced in the case where the regenerative cooperative control is performed even though the motor can be rotated. As shown in this figure, the operations at time points t1 to t2, time points t2 to t7, and time points t8 to t3 are the same as in the second embodiment, and the operation described based on the timing chart shown in FIG. Is called. However, unlike the second embodiment, the solenoids 1 and 3 are not driven with respect to the operation at the time points t7 to t8 and the time points t3 to t4. That is, the solenoid 1 is kept in the shut-off state, and the brake fluid in the reservoir 16 is returned to the M / C 13 side through the check valve 17a. During the period from the time point t3 to the time point t4, the solenoid 3 is not energized and shut off to simplify the control as in the operation of FIG. 11, but the solenoid 3 is shut off and the pressure reducing valves 24 and 34 are turned on. When the valve is opened and the pumps 26 and 36 are turned on, it is possible to prevent the service braking force from being generated due to the elastic force of the spring of the reservoir 16.

  In the case of performing regenerative cooperative control, the case where the rotation of the motor stops due to the stop of the vehicle or the like and the upper limit regenerative braking force decreases is the same as the operation described in FIG. 8 of the second embodiment.

  As described above, the check valve 17a that allows the brake fluid to flow from the reservoir 16 to the M / C 13 side in parallel to the electromagnetic valve 17 may be provided. With such a configuration, when the brake pedal 11 is released, the solenoid 1 (electromagnetic valve 17) and the solenoid 3 (pressure increase control valves 23, 33) need not be driven.

(Fourth embodiment)
A fourth embodiment of the present invention will be described. In the present embodiment, the functions of the electromagnetic valve 17, the check valve 17 a, and the reservoir 16 described in the third embodiment are exhibited by a configuration generally provided in the brake fluid pressure control actuator 40. Since the basic configuration of the braking control device 1 of the present embodiment is the same as that of the second and third embodiments, only the parts different from the second and third embodiments will be described.

  FIG. 14 is a schematic diagram of the braking control device 1 according to the present embodiment. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating braking force for each of the four wheels is provided. ing.

  As shown in FIG. 14, the braking control device 1 of the present embodiment does not include the electromagnetic valve 17, the check valve 17 a, and the reservoir 16 described in the second and third embodiments. In the braking control device 1 of the present embodiment, the pressure reducing control valve 24 serves as a master reservoir inter-regulator adjusting valve instead of the electromagnetic valve 17, and the pressure regulating reservoir 25 serves as a reservoir chamber instead of the reservoir 16. The pressure regulating valve 25a built in the pressure reservoir 25 serves as the check valve 17a.

  Next, the operation of the braking control device 1 of the present embodiment will be described. This will be described with reference to FIGS. In the present embodiment, the differential pressure control valve 22 is described as the solenoid 2 and the pressure reduction control valve 24 is described as the solenoid 4.

  FIG. 15 is a timing chart when there is no regeneration, that is, when the target braking force is generated only by the service braking force. As shown in this figure, the operation without regeneration is the same as in the second embodiment, the operation described based on the timing chart shown in FIG. 4 is performed, and the solenoids 2 and 4 are driven. Not.

  Then, the operation | movement in the case of performing regenerative cooperative control is demonstrated. In this case, basically the same operation as in the third embodiment is performed, except that the solenoid 4 is driven instead of the solenoid 1 and the brake fluid is allowed to flow into the pressure regulating reservoir 25 instead of the reservoir 16. In addition, the brake fluid introduced into the pressure regulating reservoir 25 through the pressure regulating valve 25a incorporated in the pressure regulating reservoir 25 is returned to the M / C 13 side instead of the check valve 17a.

  FIG. 16 is a timing chart when the upper limit regenerative braking force is a constant value when performing regenerative cooperative control. As shown in this figure, the solenoid 4 is brought into a communication state between time points t1 and t2 from when the brake pedal 11 is depressed until the target braking force exceeds the upper limit regenerative braking force. As a result, the M / C 13 and the pressure regulating reservoir 25 communicate with each other, the brake fluid flows into the pressure regulating reservoir 25, and the M / C pressure remains zero even if the M / C pistons 13a and 13b are moved. It becomes. Therefore, the service braking force can be prevented from being generated, so that the regeneration efficiency can be improved.

  Then, at time t2 to t3, the solenoid 4 is turned off, and from time t3 to t4 when the target braking force falls below the upper limit regenerative braking force again when the brake pedal 11 is released, the pressure regulating valve 25a is passed through the pipeline D. The brake fluid that has flowed into the pressure regulating reservoir 25 is returned to the M / C 13 side. By such an operation, the same effect as in the second embodiment can be obtained. During the period from time t1 to time t2 and from time t3 to time t4, the brake fluid pressure resulting from the elastic force of the spring provided in the pressure regulating reservoir 25 is generated as M / C pressure, and this is expressed as W / C pressure. Since it is added to W / C 21, 31, a slight service braking force is generated. However, as described above, it is not a large braking force, so that the regenerative efficiency is not lowered.

  FIG. 17 is a timing chart when the upper limit regenerative braking force increases in the case of performing regenerative cooperative control. As shown in this figure, the operations at time points t1 to t2 and time points t2 to t5 are the same as those in FIG. When the upper limit regenerative braking force increases at time points t5 to t6, the servo force of the electric servo device 12 is reduced corresponding to the increase amount. At the same time, the solenoid 4 is controlled to regulate and reduce the M / C pressure. The solenoid 4 is controlled by controlling the energization amount so that the brake fluid flows into the pressure regulating reservoir 25 by a certain amount so as to linearly change the M / C pressure in response to the change in the upper limit regenerative braking force. The energizing time is controlled by duty control or the amount of brake fluid flowing into the pressure regulating reservoir 25 per unit time becomes a constant amount. By reducing the M / C pressure in this way, as in the case of FIG. 6 of the second embodiment, even if the upper limit regenerative braking force increases during regenerative cooperative control, the driver feels uncomfortable with the brake feeling. This can be suppressed.

  Thereafter, regarding the operation from time t3 to time t4, the solenoid 4 is not driven as in the third embodiment. That is, the solenoid 4 is kept in the shut-off state, and the brake fluid in the pressure regulating reservoir 25 is returned to the M / C 13 side through the pressure regulating valve 25a. In this case, the brake fluid pressure resulting from the elastic force of the spring of the pressure adjusting reservoir 25 is generated as the M / C pressure, and this is applied as the W / C pressure to each of the W / Cs 21 and 31. However, since the braking force is not large as described above, the regeneration efficiency is not lowered.

  FIG. 18 is a timing chart in the case where the upper limit regenerative braking force is reduced in the case where the regenerative cooperative control is performed, even though the motor can be rotated. As shown in this figure, with respect to the operations at time points t1 to t2 and time points t2 to t7, the same operation as in FIG. 16 is performed. Then, when the upper limit regenerative braking force decreases from time t7 to t8, the solenoid 26 is set in a differential pressure state and the motor 41 is driven to generate the reduced amount by the service braking force. 36 is driven. Accordingly, the brake fluid in the pressure adjusting reservoir 25 is sucked and discharged by the pumps 26 and 36. That is, the brake fluid used for pressurization of the W / C pressure is supplied from the pressure adjustment reservoir 25.

  Further, a reverse servo force is generated by the electric servo device 12. This operation is the same as the operation of FIG. 7 of the second embodiment.

  Subsequently, when the lowering of the upper limit regenerative braking force stops at time t8, the solenoid 2 is brought into the communication state again, and the servo force corresponding to the upper limit regenerative braking force by the electric servo device 12, that is, the difference between the pedaling force and the upper limit regenerative braking force is obtained. Generate the corresponding servo force. The brake fluid used to increase the W / C pressure is the brake fluid that has flowed into the pressure adjustment reservoir 25, and the amount of brake fluid that has flowed into the pressure adjustment reservoir 25 is then transferred to the brake pedal 11. Since the amount corresponds to the applied pedaling force, when the driving of the pumps 26 and 36 is stopped at time t8, a service braking force corresponding to the pedaling force at that time can be generated.

  Thereafter, regarding the operation from the time point t3 to t4, the solenoid 4 is not driven as described above, and the brake fluid in the pressure regulating reservoir 25 is returned to the M / C 13 side through the pressure regulating valve 25a. This makes it possible to obtain the same effect as described above.

  FIG. 19 is a timing chart in the case where the regenerative cooperative control is performed and the upper limit regenerative braking force is reduced due to the motor rotation being stopped due to the stop of the vehicle or the like. As shown in this figure, with respect to the operations at time points t1 to t2 and time points t2 to t9, the same operations as in FIG. 16 are performed. Then, when the upper limit regenerative braking force decreases during the period from time t9 to t10, the same operation as time t7 to t8 in FIG. 18 is performed in order to generate the decrease by the service braking force. At time t10, the regenerative braking force is completely replaced with the service braking force, and the target braking force is generated only by the service braking force. Even in such a case, the same effect as described above can be obtained by performing the same control as in the case of FIG.

  As described above, the electromagnetic valve 17, the check valve 17 a and the reservoir 16 described in the second and third embodiments are not provided, and the pressure reducing control valve 24 serves as the electromagnetic valve 17. Even if it plays the role of the reservoir 16 and plays the role of the check valve 17a by the pressure regulating valve 25a built in the pressure regulating reservoir 25, the same effect as in the second and third embodiments can be obtained. Further, since the brake hydraulic pressure control actuator 40 which is generally used conventionally can be applied, the brake control device 1 can be realized by a general-purpose product.

(Fifth embodiment)
A fifth embodiment of the present invention will be described. In the present embodiment, the reservoir 16 is constituted by another storage chamber. Since the basic configuration of the braking control device 1 of the present embodiment is the same as that of the second embodiment, only the parts different from the second embodiment will be described.

  FIG. 20 is a schematic diagram of the braking control device 1 according to the present embodiment. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating braking force for each of the four wheels is provided. ing.

  As shown in FIG. 20, the M / C 13 and the M / C reservoir 13 e are connected via an electromagnetic valve 17. That is, in the braking control device 1 of the present embodiment, the M / C reservoir 13e serves as the reservoir 16 described in the second embodiment.

  Thus, by using the M / C reservoir 13e, it is not necessary to provide the separate reservoir 16 shown in the second embodiment. As a result, the same effects as those of the second embodiment can be obtained, the components of the braking control device 1 can be simplified, and the cost can be reduced. Further, the M / C reservoir 13e can prevent the service braking force from being generated due to the spring.

(Sixth embodiment)
A sixth embodiment of the present invention will be described. In the present embodiment, the functions of the electromagnetic valve 17 and the reservoir 16 described in the second embodiment are exhibited by the configuration generally provided in the brake fluid pressure control actuator 40 as in the fourth embodiment. .

  FIG. 21 is a schematic diagram of the braking control device 1 according to the present embodiment. In this figure, only the hydraulic circuit for two of the four wheels provided in the vehicle is shown, but actually a hydraulic circuit for generating braking force for each of the four wheels is provided. ing.

  As shown in FIG. 21, in the braking control device 1 of the present embodiment, the pressure regulating reservoirs 25 and 35 used as the storage chambers in the second embodiment are constituted by reservoirs 27 and 37 having no pressure regulating function. The paths D and H are provided with electromagnetic valves 28 and 38. In the braking control device 1 having such a structure, the electromagnetic valves 28 and 38 are normally closed by the electromagnetic valves 28 and 38, and the electromagnetic valves 28 and 38 are disconnected during traction control and brake assist control. It is possible to generate W / C pressure for W / C 21 and 31 by being driven and supplying brake fluid from the M / C 13 side based on the suction and discharge of the pumps 26 and 36. It is.

  In the braking control device 1 having such a structure, the solenoid valve 28 can serve as the solenoid valve 17 described in the second embodiment, and the reservoir 27 can serve as the reservoir 16 described in the second embodiment. Even if it does in this way, the effect similar to 2nd Embodiment is acquired. Further, since the brake hydraulic pressure control actuator 40 which is generally used conventionally can be applied, the brake control device 1 can be realized by a general-purpose product.

(Other embodiments)
In each of the above embodiments, the case where the reservoir 16, the pressure regulating reservoir 25, and the M / C reservoir 13e are used as the storage chamber has been described. However, another storage chamber may be used. Moreover, although the brake pedal 11 as a brake operator has been described as an example, a brake lever or the like may be used. In the above description, the FS characteristic is described as the characteristic of the stroke S with respect to the pedaling force F. However, when the brake operator is a brake lever, the FS characteristic is the stroke with respect to the force F applied to the brake lever. It means S.

  DESCRIPTION OF SYMBOLS 1 ... Brake control apparatus, 11 ... Brake pedal, 11a ... Treading force sensor, 11b ... Stroke sensor, 12 ... Electric servo device, 13 ... M / C, 13a ... Piston, 13e ... Reservoir, 16 ... Reservoir, 17 ... Solenoid valve, 17a ... Check valve 20, 30 ... First and second piping systems 21, 31 ... W / C, 22, 32 ... Differential pressure control valve, 23, 33 ... Pressure increase control valve, 24, 34 ... Pressure reduction control valve , 25, 35 ... pressure regulating reservoir, 25a, 35a ... pressure regulating valve, 26, 36 ... pump, 27, 37 ... reservoir, 28, 38 ... solenoid valve, 40 ... brake hydraulic pressure control actuator, 41 ... motor, 42 ... M / C pressure sensor, 50 ... Brake ECU

Claims (9)

A master cylinder driving device (12) for driving the master pistons (13a, 13b) of the master cylinder (13) with a driving force corresponding to an operation amount of the brake operator (11); In the braking control device configured to press the master piston with the driving force of the master piston by the master cylinder driving device ,
A storage chamber (16, 25, 27, 13e) connected to the master cylinder (13) for storing brake fluid flowing out of the master cylinder;
An inter-master reservoir regulating valve (17, 24, 28) provided between the master cylinder and the reservoir,
Target braking force acquisition means for acquiring a target braking force that is a target value of the braking force according to the operation of the brake operator;
Upper limit regenerative braking force acquisition means for acquiring an upper limit regenerative braking force that is an upper limit value of the regenerative braking force that can be generated;
According to the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquisition unit and the target braking force acquired by the target braking force acquisition unit, the master cylinder and the storage chamber are adjusted by the inter-master storage chamber adjusting valve. A control valve control means between the master storage chambers for controlling the flow of the brake fluid between,
In response to the brake fluid pressure in the master cylinder is changed by said master reservoir between control valve is controlled by the master reservoir chamber between adjusting valve control means, the master cylinder in the master cylinder drive unit And a drive control means for changing the driving force to be driven. A target braking force shortage detecting unit for detecting that the target braking force acquired by the target braking force acquiring unit is less than the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquiring unit;
When it is detected by the target braking force shortage detecting means that the target braking force is less than the upper limit regenerative braking force,
The adjustment valve control means between the master storage chambers allows the brake fluid to flow from the master cylinder to the storage chamber by the adjustment valve between the master storage chambers,
The driving control means drives the master cylinder in the master cylinder driving device more than when the target braking force shortage detecting means does not detect that the target braking force is less than the upper limit regenerative braking force. The braking control device according to claim 1, wherein the braking control device is made smaller. When it is detected by the target braking force shortage detecting means that the target braking force is less than the upper limit regenerative braking force,
2. The braking control device according to claim 1, wherein the drive control unit decreases the driving force for driving the master cylinder in the master cylinder driving device as the target braking force increases. A pressure increase control valve (23) provided between the master cylinder and the wheel cylinder (21);
When the target braking force insufficiency detecting means detects that the target braking force is less than the upper limit regenerative braking force, the inflow of brake fluid from the master cylinder to the wheel cylinder is blocked by the pressure increase control valve. The braking control device according to claim 2, further comprising a pressure increase control valve control means. Target braking force satisfaction detection means for detecting that the target braking force acquired by the target braking force acquisition means is equal to or greater than the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquisition means;
An upper limit regenerative braking force increase detecting means for detecting that an increase amount per unit time of the upper limit regenerative braking force detected by the upper limit regenerative braking force acquisition means is larger than a predetermined threshold increase amount;
The target braking force satisfaction detecting means detects that the target braking force is greater than or equal to the upper limit regenerative braking force, and the upper limit regenerative braking force increase detecting means detects the increase amount of the upper limit regenerative braking force per unit time. If the decompression condition is detected to be greater than the amount,
The adjustment valve control means between the master storage chambers allows the brake fluid to flow from the master cylinder to the storage chamber by the adjustment valve between the master storage chambers,
5. The drive control unit according to claim 1, wherein the drive control unit reduces the driving force for driving the master cylinder in the master cylinder driving device as compared with a case where the pressure reduction condition is not satisfied. Braking control device according to one of the above. When the decompression condition is satisfied,
The master reservoir chamber adjusting valve control means is configured to increase the flow rate of brake fluid from the master cylinder to the reservoir chamber as the increase amount per unit time of the upper limit regenerative braking force increases. Control the regulating valve,
The said drive control means makes the said driving force which drives the said master cylinder in the said master cylinder drive device small, so that the increase amount per unit time of the said upper limit regenerative braking force is large. Braking control device. An inter-cylinder adjustment valve (22) provided between the master cylinder and the wheel cylinder (21);
Brake fluid delivery means (26) for sucking brake fluid in the storage chamber via the master storage chamber regulating valve and sending it to the wheel cylinder;
Target braking force satisfaction detection means for detecting that the target braking force acquired by the target braking force acquisition means is greater than or equal to the upper limit regenerative braking force acquired by the upper limit regenerative braking force acquisition means;
An upper limit regenerative braking force decrease detecting means for detecting that a decrease amount per unit time of the upper limit regenerative braking force detected by the upper limit regenerative braking force acquisition means is larger than a predetermined threshold decrease amount;
The target braking force satisfaction detection means detects that the target braking force is greater than or equal to the upper limit regenerative braking force, and the upper limit regenerative braking force decrease detection means detects a decrease amount per unit time of the threshold reduction. If the service braking force increase condition that it is detected that it is larger than the amount is satisfied,
The master storage chamber regulating valve control means allows the brake fluid to flow out of the storage chamber by the master reservoir regulating valve,
The brake fluid delivery means delivers brake fluid in the storage chamber to the wheel cylinder,
The drive control means makes the driving force for driving the master cylinder in the master cylinder driving device smaller than when the service braking force increase condition is not satisfied,
The brake control device according to any one of claims 1 to 6, wherein an outflow of brake fluid from the wheel cylinder to the master cylinder is adjusted by the inter-cylinder adjustment valve. When the service braking force increase condition is satisfied,
The drive control means reduces the driving force for driving the master cylinder in the master cylinder driving device as the target braking force increases,
Claim 7, wherein said flow rate corresponding to the difference between the target braking force and the upper limit regenerative braking force, the outflow of the brake fluid from the wheel cylinder to the master cylinder, be allowed by the cylinder between the regulating valve The braking control device described in 1. The master cylinder driving device is an electric servo device (12) that applies a servo force corresponding to an operating force of the brake operator to the master cylinder as a driving force for driving the master cylinder,
The drive control means applies a driving force to the master cylinder in a direction that opposes the operating force of the brake operator, by reducing a driving force for driving the master cylinder in the master cylinder driving device. The braking control device according to any one of claims 2 to 8, wherein a servo force in a direction opposite to the direction is increased.

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