JP6070486B2 - Braking device for vehicle - Google Patents

Description

  The present invention relates to a braking device for a vehicle such as a hybrid vehicle that travels by using an engine and a motor for traveling together.

  In a hybrid vehicle that travels using both an engine and a motor, a regenerative brake that regeneratively controls the motor is used in addition to a mechanical (friction) brake during deceleration. The regenerative brake can recover the kinetic energy of the vehicle by converting it into electric energy, and can increase the energy efficiency of the vehicle. However, when a storage device such as a capacitor that stores the converted electrical energy (regenerative power) is fully charged, it is necessary to avoid the deterioration of the storage device due to overcharging. Is limited.

  In recent years, it is necessary to perform so-called regenerative cooperative control in which the proportion of the braking torque borne by the regenerative brake is changed according to the state of charge of the power storage device, out of the target braking torque determined based on the depression amount of the brake pedal. There has been proposed a vehicular braking apparatus that increases the energy efficiency of a vehicle while ensuring a sufficient braking torque (for example, Patent Document 1).

JP-A-7-163008

  When the power storage device is fully charged, the conventional vehicle brake device disclosed in Patent Document 1 generates the required total braking torque with almost only the mechanical brake, and conversely, the power storage device is charged. When is at a low level, the required total braking torque is generated almost exclusively by regenerative braking. That is, it is premised that both the mechanical brake and the regenerative brake have the ability to generate the assumed maximum braking torque with only one brake. However, such a configuration is considered to be an excessive specification as a brake system of one vehicle, and there is room for improvement in this respect.

  An object of the present invention is to provide a technique capable of enhancing the energy efficiency of a vehicle while ensuring a sufficient braking torque with a more rational configuration.

  In order to solve the above problem, the applicant configures a mechanical brake (mechanical braking means) so as to generate a braking force that is always lower than a target braking force determined by a depression operation of the brake pedal. We thought about supplementing the insufficient braking force with a regenerative brake (motor). According to this configuration, it is possible to keep the braking ability required for the mechanical braking means and the motor low while ensuring the necessary braking force (target braking force). However, in the case of this configuration, it is impossible to replace the braking force by the regenerative brake with a mechanical brake as in the conventional case, for example, when the power storage device is fully charged and the regenerative brake cannot be used. Inconvenience occurs that the braking force is insufficient. However, such inconvenience is solved by the following configuration. That is, a vehicle braking apparatus according to one aspect of the present invention is a vehicle braking apparatus that includes an engine and a regenerative motor as a driving power source, and includes a brake pedal. Mechanical braking means for generating a braking force in response to an operation, power storage means for storing regenerative power generated by the motor, power storage rate detection means for detecting the power storage rate of the power storage means, the motor and the power storage means, Based on the distribution means capable of distributing the regenerative power generated by the motor to other electrical components, and the target braking force of the vehicle according to the amount of operation of the brake pedal, and based on the target braking force and the storage rate of the storage means Control means for performing regeneration control of the motor and power distribution control of the power distribution means, and the mechanical braking means always has a braking force generated by a depression operation of a brake pedal. The control means has an output characteristic that is lower than the target braking force, and the control means achieves the target braking force by the mechanical braking force including the braking force of the mechanical braking means and the regenerative braking force of the motor. As described above, the target regenerative braking force of the motor is determined based on the output characteristics of the mechanical braking means and the target braking force, and the motor is regeneratively controlled, and the regenerative power generated by the motor by the regenerative control is When surplus regenerative power that cannot be stored in the power storage means is generated, the power distribution means is controlled to distribute the surplus power to the electrical component.

  According to this configuration, of the regenerative power generated when the motor generates the target regenerative braking force, surplus regenerative power that cannot be stored in the power storage means can be consumed by the electrical component. That is, even when the power storage means is in a fully charged state, a sufficient regenerative braking force of the motor can be obtained, and a situation in which the braking force is insufficient as described above can be avoided. Accordingly, it is possible to increase the energy efficiency of the vehicle while ensuring a sufficient braking force (torque) with a rational configuration.

  In the above vehicle braking device, when the mechanical braking means is defined as the first mechanical braking means, separately from this, the pumping loss of the engine is increased to generate a braking force. Two mechanical braking means, and when the control means cannot distribute a part or all of the surplus regenerative power to the electrical component, only the regenerative braking force corresponding to a part or all of the surplus regenerative power is provided. It is preferable that the second regenerative braking force is controlled so that the target regenerative braking force is set low and the deficiency of the braking force associated therewith is replaced by the braking force of the second mechanical braking device. .

  According to this configuration, when a part or all of the surplus regenerative power cannot be consumed by the electrical component, the target regenerative braking force of the motor is set low by that amount, and the braking force that is insufficient due to this is set to the second level. It is replaced by the braking force of the mechanical braking means. Therefore, it is possible to highly suppress the occurrence of inconvenience that the braking force of the vehicle is insufficient due to the state of charge of the power storage means and the usage status of the electrical components.

  In this case, the second mechanical braking means increases the pumping loss of the engine by changing at least one of the opening / closing timing and the valve opening of the intake / exhaust valve of the engine, and the throttle valve and the exhaust shutter valve. It is preferable that at least one of those which increase the pumping loss of the engine by changing at least one valve opening degree.

  According to this configuration, it is possible to satisfactorily secure the braking force that is insufficient when the target regenerative braking force of the motor is set low by using the existing equipment mounted on the engine.

  In this case, when the second mechanical braking means is for changing the opening / closing timing of the intake valve of the engine, the control means is adapted to advance the closing timing of the intake valve. Control the braking means.

  According to this configuration, the pumping loss of the engine can be effectively increased and the required braking force can be obtained efficiently.

  The vehicle braking device includes a third mechanical braking unit that operates by receiving the rotational driving force of the engine and generates a braking force by increasing a load of the engine in accordance with the operation, When a part or all of the surplus regenerative power cannot be distributed to the electrical component, the control means sets the target regenerative braking force low by a regenerative braking force corresponding to a part or all of the surplus regenerative power, The third mechanical braking means may be controlled so as to replace the insufficient braking force due to this with the braking force of the third mechanical braking means.

  According to this configuration, when a part or all of the surplus regenerative power cannot be consumed by the electrical component, the target regenerative braking force of the motor is set low correspondingly, and the insufficient braking force is associated with the third braking force. It is replaced by the braking force of the mechanical braking means. Therefore, similarly to the case where the second mechanical braking means is provided, it is possible to highly suppress the occurrence of inconvenience such as insufficient braking force of the vehicle depending on the state of charge of the power storage means and the usage status of the electrical components.

  In this case, it is preferable that the third braking means is a pump for circulating a fluid used in the vehicle.

  According to this configuration, it is possible to satisfactorily secure the braking force that is insufficient when the target regenerative braking force of the motor is set low, using the existing equipment mounted on the engine.

  In the above-described vehicle braking device, it is preferable that the vehicle includes a transmission that transmits the power of the engine to a wheel drive shaft, and the motor is connected to the wheel drive shaft without passing through the transmission. .

  According to this configuration, since the motor is connected to the wheel drive shaft without passing through the transmission, kinetic energy during regenerative braking can be input to the motor without being lost by the transmission. That is, the kinetic energy of the wheels can be effectively recovered as regenerative power.

  In the vehicular braking apparatus according to the above aspect, an abnormality detecting means for detecting an abnormality of the motor, a means for generating a braking force by increasing a pumping loss of the engine, and a rotation of the engine A fourth mechanical braking means which is at least one of means for generating a braking force by operating upon receiving a driving force and increasing a load of the engine in accordance with the operation, and the control means includes When an abnormality of the motor is detected by the abnormality detecting means, the fourth mechanical braking means is controlled so that a part or all of the target regenerative braking force is replaced by the braking force of the fourth mechanical braking means. It is suitable.

  According to this configuration, when the regenerative braking of the motor cannot be used due to the abnormality of the motor, the braking force that should be borne by the motor is replaced by the mechanical braking force by increasing the pumping loss of the engine or the engine load. be able to. For this reason, it is possible to suppress a shortage of braking force due to a motor abnormality.

  As described above, according to the vehicle braking device of the present invention, it is possible to increase the energy efficiency of the vehicle while ensuring a sufficient braking force with a reasonable and inexpensive configuration.

It is a block diagram which shows the hybrid vehicle carrying the vehicle braking device of this invention. It is a block diagram which shows the control system of the braking device for vehicles. It is a flowchart which shows an example of the brake control by ECU. It is a flowchart which shows an example of the brake control by ECU. It is a graph (map) which shows the relationship between the operation amount (depression force) of a brake pedal, and a target braking torque. It is a graph explaining the relationship between the target braking torque and the target regenerative braking torque when regenerative braking is limited. It is a figure explaining control of an exhaust valve intake valve for increasing pumping loss, (a) is an example of control of an intake valve exhaust valve when intake timing is changed (advance), (b) is an intake valve control. Each example of intake valve / exhaust valve control when the opening (lift amount) is changed (decreased) is shown below. It is a graph which shows the relationship between the operation amount (depression force) of a brake pedal and braking torque when a motor breaks down. It is a graph which shows the relationship between the opening degree of an EGR valve, and a pumping loss (braking torque).

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 shows a schematic configuration of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a vehicle braking device according to the present invention. The vehicle 1 is a so-called parallel type hybrid vehicle. As shown in the figure, the vehicle 1 includes a wheel 10, an axle 12 (corresponding to a wheel drive shaft of the present invention), an engine 14, an automatic (AT) transmission 16, a differential 17, a motor 18, A friction brake mechanism 20 (corresponding to the first mechanical braking means of the present invention) is provided, and it is possible to travel using both the driving force of the engine 14 and the driving force of the motor 18.

  The engine 14 is an in-line four-cylinder four-cycle spark ignition gasoline engine and is connected to the axle 12 via an AT transmission 16.

  Although a detailed diagram of the engine 14 is omitted, the engine 14 is a valve mechanism that drives the intake valve and the exhaust valve, and a VVL mechanism that can change the valve opening timing of the intake valve and the lift amount (opening degree) of the intake valve. The valve operating mechanism 14a provided with (Variable Valve Timing mechanism) is provided. Note that the VVL mechanism is disclosed in, for example, Japanese Patent Application Laid-Open No. 2007-092690, and the intake control is performed by shifting the phase of the camshaft relative to the clanshaft by switching control of the electromagnetic switching valve 26 (shown in FIG. 2). The valve opening start timing and the valve closing timing are simultaneously switched, and the lift amount of the intake valve can be switched steplessly by the control of the switching motor 27 (shown in FIG. 2). In this example, the valve mechanism 14a and the throttle valve 29 described later correspond to the second mechanical braking means and the fourth mechanical braking means of the present invention.

  The engine 14 further includes an EGR device 14b. The EGR device 14b includes an EGR passage that recirculates part of the exhaust gas from the exhaust passage to the intake passage, and an EGR valve 28 (shown in FIG. 2) that controls the amount of exhaust gas recirculated through the EGR passage.

  The engine 14 is further driven by a belt starter 15a for cranking the engine 14 as an auxiliary machine (corresponding to the third mechanical braking means and the fourth mechanical braking means of the present invention) and the engine 14. A cooling pump 15b for circulating cooling water of the engine 14, an A / C pump 15b for circulating refrigerant of an air conditioner (air conditioner), an AT oil pump 15d for circulating lubricating oil for the AT transmission 16, and the like are provided.

  The motor 18 is connected to the axle 12, and thus it is possible to directly apply driving torque to the axle 12 without using the AT transmission 16.

  The motor 18 has a function of assisting engine output by applying a driving torque to the axle 12 and a function of generating power (regeneration) by obtaining power from the axle 12. Specifically, the motor 18 includes a rotor that rotates in conjunction with the axle 12, and a stator that is disposed around the rotor. A field coil is wound around the rotor, and a stator coil is wound around the stator. It is disguised. When the motor 18 generates power, a voltage is applied to the field coil, and an induced current is generated by rotating the rotor in the magnetic field generated thereby. That is, electric power is generated. On the other hand, when assisting the engine output, a voltage is applied to the field coil and the stator coil, and thereby a rotational force corresponding to the voltage is generated in the rotor. That is, assist torque is generated. When the motor 18 generates power, a rotational resistance is generated between the stator and the rotor, and thereby a braking torque (regenerative braking force) is applied to the axle 12.

  The friction brake mechanism 20 includes a brake pedal 21, a booster 22, a master cylinder 23, a brake cylinder 24, a brake pad (not shown), a brake rotor (not shown), and the like. That is, the friction brake mechanism 20 amplifies the pedaling force by the booster 22 in response to the driver's depression operation of the brake pedal 21, converts the amplified pedaling force into a hydraulic pressure by the master cylinder 23, and supplies the brake cylinder 24 introduce. Thereby, a brake pad is pressed with respect to the said brake rotor which rotates integrally with the wheel 10, and a friction braking force is generated. Although omitted in FIG. 1, the brake cylinder 24, the brake pad, and the brake rotor are provided for each wheel 10. As a result, the friction brake mechanism 20 simultaneously transmits the pedaling force from the master cylinder 23 to each brake cylinder 24 and simultaneously applies the braking force to the four wheels 10.

  The vehicle 1 further includes a high voltage battery 33 that stores electric power (regenerative electric power) generated by the motor 18. The high-voltage battery 33 is a large-capacity secondary battery that can be charged up to 25 V, and for example, a lithium ion battery that can be charged and discharged relatively rapidly is applied.

  An inverter 32 is provided between the high voltage battery 33 and the motor 18, and the regenerative power of the motor 18 is stored in the high voltage battery 33 via the inverter 32, and is stored in the high voltage battery 33. Electric power is supplied to the motor 18. In this example, the high voltage battery 33 corresponds to the power storage means of the present invention, and the inverter 32 corresponds to the power distribution means of the present invention.

  The inverter 32 is connected to heaters such as a cooling water heater 37 for preheating the engine cooling water, a PTC heater 38, and a defogging heater (glass heater) 39 for removing fog such as a rear window. A low voltage battery 35 and other electrical components (audio, navigation device, etc.) 36 and the like are connected via the / DC converter 34.

  Thus, the electric power stored in the high voltage battery 33 is supplied to the heaters 37 to 39 and also supplied to the low voltage battery 35 and other electrical components 36 via the DC / DC converter 34. The low voltage battery 35 is a low voltage (maximum 12V) secondary battery, and in this example, a general lead battery is applied as a vehicle battery. The low-voltage battery 35 is not suitable for rapid charging / discharging, but can store a relatively large amount of electric power. The DC / DC converter 34 steps down the electric power output from the inverter 32 to 12 V, supplies it to the electrical component 36, and supplies it to the low voltage battery 35 as necessary. In this example, the heaters 37 to 39 and the electrical equipment 36 (audio, navigation device, etc.) correspond to the electrical equipment of the present invention.

  As shown in FIG. 2, the vehicle 1 is equipped with an ECU (Electronic Control Unit) 40 that comprehensively controls the engine 14, the motor 18, and the like. As is well known, the ECU 40 includes a microprocessor including a CPU, a ROM, a RAM, and the like, and corresponds to the control means of the present invention.

  Information from various sensors is sequentially input to the ECU 40. Specifically, the vehicle 1 includes a vehicle speed sensor 50 that detects a traveling speed, a water temperature sensor 51 that detects a cooling water temperature of the engine 14, and an accelerator opening sensor that detects an opening (accelerator opening) of an accelerator pedal (not shown). 52, a brake sensor 53 that detects an operation amount (depression force) of the brake pedal 21 of the friction brake mechanism 20, a current / voltage sensor that detects a current value between the high voltage battery 33 and the inverter 32 and a voltage value of the high voltage battery 33. 54 etc. are provided and ECU40 is electrically connected with these each sensors 50-54.

  The ECU 40 acquires various information such as the vehicle speed, the water temperature, the accelerator opening, the brake pedal depression force, and the current / voltage value of the high-voltage battery 33 based on the input signals from these sensors 50 to 54. Further, by a sensor not shown in the figure, the ECU 40 causes the current / voltage value of the fuel injection valve, the ignition coil, or the actuator (the electromagnetic switching valve 26, the switching motor 27, etc.) of the valve mechanism 14a, and the power supplied to the motor 18 ( Current / voltage value), the number of revolutions of the motor 18, the output torque, and the like. The ECU 40 ensures the necessary braking force during braking of the vehicle 1, that is, when the brake pedal 21 is operated by the driver, while avoiding overcharging of the high voltage battery 33, The auxiliary machines (belt starter 15a, cooling pump 15b, A / C pump 15b, AT oil pump 15d, etc.), motor 18 and inverter 32 are controlled.

  Next, specific control of the engine 14, the auxiliary machinery, the motor 18, and the inverter 32 relating to vehicle braking by the ECU 40 will be described based on the flowcharts of FIGS.

  When the process shown in the figure starts, first, the ECU 40 executes a process of reading various sensor values (step S1). That is, the ECU 40 reads the detection signals from the vehicle speed sensor 50, the water temperature sensor 51, the accelerator opening sensor 52, the brake sensor 53, and the current / voltage sensor 54, and based on these signals, the vehicle speed, the water temperature, the accelerator opening. Various information such as the degree, the brake depression force, and the current / voltage value of the high-voltage battery 33 are acquired.

  Next, the ECU 40 determines whether or not the driver has performed a brake operation based on the information read in step S1 (step S3). Specifically, it is determined whether the accelerator is off and the brake is on based on the values of the accelerator opening and the brake pedaling force.

  When it is determined YES in step S3, the ECU 40 obtains a target braking torque (target braking force) based on the value of the brake pedal force and a map stored in advance in the ECU 40 (step S5).

  FIG. 5 is an example of a map. In this map, the relationship between the brake pedaling force Fs and the target braking torque Tt is defined, and the ratio between the mechanical braking torque Ta and the regenerative braking torque Tb required to obtain the target braking torque Tt is defined. Here, the mechanical braking torque Ta is obtained by adding, to the friction braking torque generated by the friction brake mechanism 20 when the brake pedal 21 is depressed, other braking torque, for example, unnecessary braking torque generated by mechanical resistance of the AT transmission 16 or the like. Torque. The regenerative braking torque Tb is a braking torque generated by the motor 18 when the motor 18 is regeneratively controlled (that is, driven as a generator). In this vehicle 1, the target braking torque is always achieved by always using the mechanical braking torque Ta and the regenerative braking torque Tb in combination. That is, the output characteristics of the friction brake mechanism 20 are set so that the braking force generated when the brake pedal 21 is depressed is always lower than the target braking torque Tt determined according to the depression operation. Yes. Specifically, the amplification factor of the pedaling force by the booster 22 is set. The vehicle 1 is thus configured to compensate for the braking force of the vehicle 1 that is insufficient with only the friction brake mechanism 20 by the regenerative braking of the motor 18.

  In this map, the target braking torque Tt is set so as to increase linearly with an increase in the brake depression force Fs. However, the ratio of the mechanical braking torque Ta to the target braking torque Tt increases almost linearly in a region where the brake pedaling force Fs is low and in a relatively high region, and is almost constant in these intermediate regions. This depends on the mechanical characteristics of the friction brake mechanism 20. Therefore, the ratio of the mechanical braking torque Ta and the regenerative braking torque Tb in the target braking torque Tt differs depending on the brake pedaling force Fs.

  In step S5, the ECU 40 obtains the target braking torque Tt based on the brake pedaling force Fs and the map, and further specifies the regenerative braking torque Tb.

  Next, the ECU 40 determines whether an abnormality (failure) has occurred in the engine system or the motor system based on the information read in step S1 (step S7). For example, the ECU 40 determines whether an abnormality such as a short circuit or a disconnection has occurred in the engine system based on the current / voltage value of the fuel injection valve, the ignition coil, or the actuator of the valve mechanism 14a. Further, the ECU 40 detects the motor rotation speed and the motor output torque with respect to the electric power (current / voltage value) supplied to the motor 18, and determines whether or not an abnormality has occurred in the motor system based on the result.

  If it is determined NO in step S7, the ECU 40 can store all the regenerative power obtained in association with the high-voltage battery 33 when the motor 18 generates the regenerative braking torque Tb obtained in step S5. Is determined based on the storage rate (SOC (State of Charge)) of the high-voltage battery 33 (step S9).

  Here, the SOC of the high voltage battery 33 is calculated by the ECU 40. Specifically, it is calculated as the sum of the initial SOC value (at the time of shipment) and the value obtained by dividing the time integral of the current input to and output from the high voltage battery 33 by the battery capacity of the high voltage battery 33. The initial SOC is derived from the OCV (Open Circuit Voltage) value of each battery measured at the time of shipment, and the current value inputted to and outputted from each battery 2 and 3 is measured by the current / voltage sensor 54. Value is used. The ECU 40 calculates the SOC of the high-voltage battery 33 from time to time. Therefore, in this example, the ECU 40 and the current / voltage sensor 54 function as the storage rate detection means of the present invention.

  When it determines with YES by step S9, ECU40 transfers a process to step S19. Here, the ECU 40 sets the regenerative braking torque Tb obtained in step S5 to the target regenerative torque Tbt, and regeneratively controls the motor 18 based on the target regenerative torque Tbt. Specifically, the voltage value applied to the field coil is controlled, and the inverter 32 is controlled so that the regenerative power generated by the motor 18 is stored in the high voltage battery 33 (step S21).

  On the other hand, when it is determined NO in step S9, that is, when it is determined that a part of the regenerative power cannot be stored in the high voltage battery 33, the surplus regenerative power is transferred to the heaters 37 to 39 and the electrical equipment 36. It is determined whether or not the target regeneration torque Tbt can be secured by consuming (distributing power to the heaters 37 to 39 and the electrical component 36) (step S11).

  When it determines with YES by step S11, ECU40 transfers a process to step S19. Here, the ECU 40 sets the regenerative braking torque Tb obtained in step S5 to the target regenerative torque Tbt, and regeneratively controls the motor 18 based on the target regenerative torque Tbt. Accordingly, the regenerative power generated by the motor 18 is stored in the high-voltage battery 33 and the surplus regenerative power is consumed by the heaters 37 to 39 and the electrical component 36 (the heaters 37 to 39 and the electrical component). And the DC / DC converter 34 is controlled as necessary.

  On the other hand, if it is determined NO in step S11, the ECU 40 calculates the braking torque obtained by increasing the pumping loss of the engine 14 (step S13), and adds this braking torque to obtain the target braking. It is determined whether or not the torque Tt can be secured (step S15). That is, when a part of the regenerative power cannot be stored and the surplus regenerative power cannot be consumed (distributed) by the heaters 37 to 39 (NO in steps S9 and S11), as shown in FIG. In addition, it is necessary to suppress the regenerative braking of the motor 18 by the surplus regenerative electric power (for example, symbol Tc in the figure). In this case, since the braking torque is insufficient with respect to the target braking torque Tt, the ECU 40 determines whether or not this shortage can be supplemented by increasing the pumping loss of the engine 14. Specifically, as shown by a broken line in FIG. 7A, the ECU 40 has a braking torque obtained by controlling the advance timing of the opening / closing timing of the intake valve from that during normal operation (solid line in the figure), By obtaining a braking torque obtained by controlling the throttle valve 29 (shown in FIG. 2) disposed in the intake passage (not shown) outside the normal range from a map or the like, and performing one or both of these controls. It is determined whether or not the braking torque deficiency (the braking torque indicated by the symbol Tc in FIG. 6) can be supplemented (that is, the target braking torque Tt can be secured). In this case, for example, it is determined whether or not the braking torque deficiency can be complemented by only one of the advance control of the opening / closing timing of the intake valve and the throttle control of the throttle valve 29. It is determined whether the shortage can be supplemented by both controls.

  When it determines with YES by step S15, ECU40 transfers a process to step S19. Here, the ECU 40 sets the regenerative braking torque Tb (regenerative braking torque Tb shown in FIG. 6) when the regenerative braking of the motor 18 is suppressed by the surplus regenerative power as the target regenerative torque Tbt. The regenerative control of the motor 18 is performed based on Tbt, and the electromagnetic switching valve 26 and / or the throttle valve 29 of the valve operating mechanism 14a is controlled to supplement the insufficient braking force (corresponding to the symbol Tc in FIG. 6). The pumping loss of the engine 14 is increased within a necessary and sufficient range.

  In contrast, if NO is determined in step S15, that is, even if both the advance control of the opening / closing timing of the intake valve and the throttle control of the throttle valve 29 are performed, the insufficient braking force is completely When the supplement cannot be made, the ECU 40 can generate a deficient braking torque among the auxiliary machines attached to the engine 14, in other words, can give the engine 14 a load corresponding to the deficient braking torque. An auxiliary machine is selected (step S17). As described above, the engine 14 is provided with the belt starter 15a, the cooling water pump 15b, the A / C pump 15c, the AT oil pump 15d, and the like as auxiliary machines. The ECU 40 selects one or a plurality of auxiliary machines that are currently stopped and that can generate the insufficient braking torque among these auxiliary machines. The ECU 40 stores in advance a map that defines the relationship between the auxiliary machine and the braking torque (load), and the selection by the ECU 40 is performed based on the map.

  When the auxiliary machine is selected, the ECU 40 proceeds to step S19, and the regenerative braking torque Tb (regenerative braking torque Tb shown in FIG. 6) when the regenerative braking of the motor 18 is suppressed by the surplus regenerative electric power. Is set to the target regenerative torque Tbt, and the motor 18 is regeneratively controlled based on the target regenerative torque Tbt. Further, the pumping loss of the engine 14 is increased by controlling the electromagnetic switching valve 26 and the throttle valve 29 of the valve mechanism 14a, and the load on the engine 14 is increased by operating the auxiliary machine selected in step S17. . This supplements the insufficient braking force.

  The belt starter 15a is a so-called motor generator, and has a function of starting the engine 14 by applying torque to the engine 14 via a belt. On the other hand, a generator is generated by applying a voltage while the engine is driven. Function as. That is, a rotational resistance is generated between the stator and the rotor along with the power generation, thereby increasing the load on the engine 14. In the process of step S19b, the operation of the belt starter 15a means that the voltage is applied while the engine is driven in this way to operate the belt starter 15a as a generator. In this case, the electric power generated in the belt starter 15 a is lower than that of the motor 18, and the electric power is charged to the low voltage battery 35 via the inverter 32 and the DC / DC converter 34.

  On the other hand, if the determination in step S7 is YES (the engine system or the motor system has a failure), the ECU 40 determines whether or not the failure is the motor system (step S23).

  If it is determined YES in step S23, the ECU 40 brakes the vehicle 1 without using the motor 18. Specifically, the process of step S25-step S31 is performed. These processes are substantially similar to the processes in steps S13 to S19 described above.

  That is, in this vehicle 1, as described above, the output characteristics of the friction brake mechanism 20 are set so that the braking force obtained by the depression operation of the brake pedal 21 is always smaller than the target braking torque Tt determined by the depression operation. Therefore, the target braking torque Tt cannot be ensured only by the friction brake mechanism 20. Therefore, when the motor 18 cannot be used due to an abnormality in the motor system, the braking torque is insufficient by the regenerative braking torque Tb as shown by the broken line in FIG. Therefore, the ECU 40 calculates the braking torque obtained by increasing the pumping loss of the engine 14 (step S25), and can add the braking torque to complement the regenerative braking torque Tb obtained in step S5 (that is, Whether or not the target braking torque Tt can be secured is determined (step S27). Specifically, as in steps S13 and S15, the braking torque obtained by controlling the advance angle of the opening / closing timing of the intake valve and the braking torque obtained by controlling the throttle of the throttle valve 29 (shown in FIG. 2). Is determined from a map or the like, and it is determined whether or not the braking torque deficiency (regenerative braking torque Tb in FIG. 6) can be complemented by performing one or both of these controls.

  If it is determined YES in step S27, the ECU 40 proceeds to step S31 and controls the electromagnetic switching valve 26 and / or the throttle valve 29 of the valve mechanism 14a to supplement the insufficient braking force. The pumping loss of the engine 14 is increased within a necessary and sufficient range. Thus, the target braking torque Tt is achieved only by mechanical braking, specifically, braking torque by the friction brake mechanism 20, braking torque by an increase in pumping loss of the engine 14, and braking torque by other mechanical resistance.

  On the other hand, if NO is determined in step S27, that is, even if both the advance control of the opening / closing timing of the intake valve and the throttle control of the throttle valve 29 are performed, the braking torque is insufficient (regenerative braking torque). When it is not possible to completely compensate for (Tb), the ECU 40, like the processing in step S17, performs auxiliary equipment (the belt starter 15a, the cooling water pump 15b, the A / C pump 15c, and the like) attached to the engine 14. Of the AT oil pump 15d, etc.), an auxiliary machine capable of generating a deficient braking torque is selected (step S17).

  When the accessory is selected, the ECU 40 proceeds to step S31, and controls the electromagnetic switching valve 26 and the throttle valve 29 of the valve mechanism 14a to increase the pumping loss and is selected in step S29. The load on the engine 14 is increased by operating the auxiliary machine. Thus, the target braking torque Tt is achieved by the braking torque by the friction brake mechanism 20, the braking torque by the increase in pumping loss of the engine 14, the braking torque of the auxiliary machine, and the braking torque by other mechanical resistance.

  On the other hand, if it is determined NO in step S23 (the engine system is faulty), the ECU 40 does not use the braking torque associated with the increase in the pumping loss of the engine 14 or the braking torque generated by an auxiliary device such as the belt starter 15a. 1 is braked. Specifically, the ECU 40 can store all the regenerative power obtained in association with the regenerative braking torque Tb obtained in step S5 in the high-voltage battery 33 when the motor 18 generates the regenerative braking torque Tb obtained in step S5. Is determined based on the SOC of the high voltage battery 33 (step S33).

  If YES is determined in step S33, the ECU 40 sets the regenerative braking torque Tb obtained in step S5 to the target regenerative torque Tbt, and regeneratively controls the motor 18 based on the target regenerative torque Tbt. The inverter 32 is controlled so that the regenerative power generated by the motor 18 is stored in the high voltage battery 33 (step S39).

  On the other hand, when it is determined NO in step S33, that is, when it is determined that a part of the regenerative power cannot be stored in the high voltage battery 33, the ECU 40 performs a process similar to the process of step S11, using the excess regenerative power as a heater. It is determined whether or not the target regenerative torque Tbt can be ensured by consuming it in the classes 37 to 39 and the electrical equipment 36 (distributing power to the heaters 37 to 39 and the electrical equipment 36) (step S35).

  If it is determined YES in step S35, the ECU 40 proceeds to step S37, sets the regenerative braking torque Tb obtained in step S5 to the target regenerative torque Tbt, and the motor 18 based on the target regenerative torque Tbt. Regenerative control. Accordingly, the regenerative power generated by the motor 18 is stored in the high-voltage battery 33 and the surplus regenerative power is consumed by the heaters 37 to 39 and the electrical component 36 (the heaters 37 to 39 and the electrical component). And the DC / DC converter 34 is controlled as necessary.

  On the other hand, when it is determined NO in step S35, the ECU 40 sets the regenerative braking torque Tb obtained in step S5 to the target regenerative torque Tbt and performs regenerative control of the motor 18. Along with this, the regenerative power generated by the motor 18 is stored in the high voltage battery 33, and the inverter 32 is controlled so that the surplus regenerative power is supplied to a discharge circuit (not shown) (step S41).

  The vehicle 1 as described above has the following advantages.

  First, in this vehicle 1, the output characteristic is set so that the braking torque obtained by the depression operation of the brake pedal 21 of the friction brake mechanism 20 is always smaller than the target braking torque Tt determined according to the depression operation. In the above, the insufficient braking torque is compensated by the regenerative braking of the motor 18. That is, the required braking torque (target braking torque Tt) of the vehicle 1 is always shared by the friction brake mechanism 20 and the motor 18 and, as in the prior art, one of the friction brake mechanism (mechanical braking means) and the motor. It will not cover the required braking torque of the entire vehicle. Therefore, while ensuring the required braking torque (target braking torque Tt) of the vehicle 1, the braking ability required for the friction brake mechanism 20 and the motor 18 can be kept low, and therefore the brake system can be made cheaper than before. Can be achieved.

  In addition, when the SOC of the high-voltage battery 33 is high and the vehicle 1 cannot store all of the regenerative power obtained by the regenerative braking of the motor 18 in the high-voltage battery 33, the surplus regenerative power is transferred to the heaters 37 to 39 and others. The regenerative braking torque Tb is secured by consuming the electrical component 36. Therefore, regenerative braking can be performed satisfactorily even when the SOC of the high-voltage battery 33 is high. Therefore, the regenerative braking of the motor 18 is limited by the SOC state of the high voltage battery 33, and as a result, it is possible to effectively suppress the occurrence of a disadvantage that the braking torque of the vehicle 1 is insufficient. Therefore, according to the vehicle 1, the energy of the vehicle 1 can be ensured while the required braking torque of the vehicle 1 is satisfactorily secured with a reasonable and inexpensive configuration in which the braking ability required for the friction brake mechanism 20 and the motor 18 is kept low. Efficiency can be increased.

  Further, in this vehicle 1, if the surplus regenerative power cannot be consumed by the heaters 37 to 39 and other electrical components 36, the pumping loss and load of the engine 14 are increased, thereby the surplus regenerative power. Since the regenerative braking torque corresponding to the electric power is replaced with the mechanical braking torque, the shortage of the braking torque of the vehicle 1 can be highly suppressed depending on the SOC state of the high voltage battery 33.

  Further, according to the vehicle 1, not only when excessive regenerative power is generated as described above, but also when the braking force of the motor 18 cannot be used due to a failure of the motor system or the like, the pumping loss and load of the engine 14 are increased. By doing so, the mechanical braking torque is substituted for the regenerative braking torque Tb that the motor 18 should originally bear. Therefore, according to the vehicle 1, there is an advantage that it is possible to effectively suppress a shortage of the braking torque of the vehicle 1 due to a failure of the motor 18 or the like.

  Further, according to this vehicle 1, since the motor 18 is directly connected to the axle 12 at a position between the differential 17 and the wheel 10 without passing through the AT transmission 16, the motor 18 drives the wheel 10 and There is also an advantage that the regenerative power can be collected efficiently. That is, when the motor 18 is driven, the driving force can be transmitted directly to the axle 12 without being lost by the AT transmission 16 or the like. On the other hand, when the motor 18 is regenerated, the kinetic energy at the time of braking is transmitted by the AT transmission 16 or the like. Input from the axle 12 to the motor 18 is possible without loss.

  By the way, the vehicle 1 demonstrated above is an illustration of preferable embodiment of the vehicle 1 to which the vehicle braking device concerning this invention was applied, Comprising: The specific structure of the vehicle braking device and the vehicle 1 of this invention is shown. Changes can be made as appropriate without departing from the scope of the invention.

  In the vehicle 1 described above, the pumping loss of the engine 14 is increased by controlling the advance angle of the opening / closing timing of the intake valve of the engine 14 and / or controlling the throttle valve 29 to throttle in order to generate the mechanical braking force. However, the method of increasing the pumping loss is not limited to this. For example, the switching motor 27 of the valve operating mechanism 14a is controlled so that the lift amount (opening) of the intake valve of the engine 14 is decreased from that during normal operation (solid line) as shown by the broken line in FIG. The pumping loss may be increased. In this case, since the valve operating mechanism 14a can switch the lift amount of the intake valve steplessly by the control of the switching motor 27 as described above, it controls the lift amount (switching motor 27) based on the insufficient braking force. This makes it possible to ensure the target braking torque T without excess or deficiency. Further, the pumping loss may be increased by controlling the EGR valve 28 of the EGR device 14b. Specifically, as shown in FIG. 9, the pumping loss decreases as the EGR amount increases. Therefore, when the braking force is insufficient, the pumping loss may be increased by controlling the EGR valve 28 so that the EGR amount decreases. Further, when an exhaust shutter valve is provided in the exhaust passage of the engine 14, the pumping loss may be increased by controlling the exhaust shutter valve.

  Further, in the vehicle 1, it is determined whether or not the braking torque deficiency can be complemented by only one of the advance control of the opening / closing timing of the intake valve of the engine 14 and the throttle control of the throttle valve 29, When complementation cannot be performed, both of the controls are performed. Of course, only one of the predetermined controls may be performed.

  In the vehicle 1, the motor 18 is connected to the axle 12 without the AT transmission 16, but the motor 18 is disposed between the engine 14 and the AT transmission 16, and It may be connected to the axle 12. However, from the viewpoint of efficiently driving the wheel 10 and collecting the regenerative power, it is preferable to adopt the configuration of the above embodiment.

DESCRIPTION OF SYMBOLS 1 Vehicle 14 Engine 16 Transmission 18 Motor 20 Friction brake mechanism 32 Inverter 33 High voltage battery 37 Cooling water heater 38 PTC heater 39 Anti-fogging heater 40 ECU

Claims (8)

A vehicle braking device having an engine and a regenerative motor as a driving power source,
Mechanical braking means comprising a brake pedal and generating a braking force in response to a depression operation of the brake pedal;
Power storage means for storing regenerative power generated by the motor;
A storage rate detecting means for detecting a storage rate of the storage means;
A power distribution means connected to the motor and the power storage means and capable of distributing regenerative power generated by the motor to other electrical components;
Control means for setting a target braking force of the vehicle in accordance with an operation amount of the brake pedal, and performing regeneration control of the motor and power distribution control of the power distribution means based on the target braking force and a power storage rate of the power storage means; Prepared,
The mechanical braking means has an output characteristic in which a braking force generated by a depression operation of a brake pedal is always lower than the target braking force,
The control means is configured so that the target braking force is achieved by a mechanical braking force including a braking force of the mechanical braking means and a regenerative braking force of the motor. When the target regenerative braking force of the motor is determined based on the motive power and the motor is regeneratively controlled, and the regenerative power generated by the motor by the regenerative control generates surplus regenerative power that cannot be stored in the power storage means. The vehicle braking device, wherein the power distribution means is controlled to distribute the surplus power to the electrical component. The vehicle braking device according to claim 1,
When the mechanical braking means is defined as the first mechanical braking means, a second mechanical braking means for generating a braking force by increasing the pumping loss of the engine is provided separately from the first mechanical braking means,
The control means sets the target regenerative braking force low by a regenerative braking force corresponding to a part or all of the surplus regenerative power when part or all of the surplus regenerative power cannot be distributed to the electrical component. A braking device for a vehicle, characterized in that the second mechanical braking means is controlled to replace the shortage of the braking force associated therewith with the braking force of the second mechanical braking means. The vehicle braking device according to claim 2,
The second mechanical braking means increases at least one of an opening / closing timing and an opening degree of an intake / exhaust valve of the engine to increase a pumping loss of the engine, and at least one of a throttle valve and an exhaust shutter valve. A vehicular braking apparatus, characterized in that it is at least one of those that increase a pumping loss of the engine by changing a valve opening. The vehicle braking device according to claim 3,
The second mechanical braking means changes the opening / closing timing of the intake valve of the engine,
The vehicular braking apparatus, wherein the control means controls the second mechanical braking means to advance the closing timing of the intake valve. The vehicle braking device according to any one of claims 1 to 4,
A third mechanical braking means that operates in response to the rotational driving force of the engine and generates a braking force by increasing the load of the engine along with the operation;
The control means sets the target regenerative braking force low by a regenerative braking force corresponding to a part or all of the surplus regenerative power when part or all of the surplus regenerative power cannot be distributed to the electrical component. A braking device for a vehicle, characterized in that the third mechanical braking means is controlled to replace the deficiency in braking force associated therewith with the braking force of the third mechanical braking means. The vehicle braking device according to claim 5,
The vehicular braking apparatus, wherein the third braking means is a pump for circulating a fluid used in the vehicle. The vehicle braking device according to any one of claims 1 to 6,
Including a transmission for transmitting the power of the engine to a wheel drive shaft;
The vehicle braking device, wherein the motor is connected to the wheel drive shaft without passing through the transmission. The vehicle braking device according to claim 1,
An abnormality detection means for detecting an abnormality of the motor;
Means for generating a braking force by increasing the pumping loss of the engine, and means for generating a braking force by operating upon receiving the rotational driving force of the engine and increasing the engine load accompanying the operation And at least one of the fourth mechanical braking means,
The control means is configured to replace the part of the target regenerative braking force by the braking force of the fourth mechanical braking means when the abnormality of the motor is detected by the abnormality detecting means. Brake device for vehicles, characterized by controlling a braking means.

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