JP6648426B2 - Vehicle braking device - Google Patents

Description

  The present invention relates to a vehicle braking device that performs braking using friction braking and regenerative braking in a vehicle equipped with an anti-lock brake system.

  Hybrid vehicles equipped with an internal combustion engine and an electric motor as driving sources, and electric vehicles equipped with an electric motor as a driving source, provide regenerative braking when the electric motor functions as a generator, in addition to friction braking of a mechanical brake, It may be used as a brake during deceleration (for example, Patent Document 1).

  By the way, an anti-lock brake system (hereinafter, sometimes referred to as ABS) performs braking control for each wheel, while regenerative braking functions to generate a braking force on driving wheels. For this reason, it is difficult for the braking device of the vehicle equipped with the ABS to match and execute the regenerative braking when the ABS is activated, and the regenerative braking may not be performed when the ABS is activated.

  However, in such a vehicle braking control, if regenerative braking other than friction braking is not performed from the engine brake at the time when the ABS is activated, the braking force is suddenly released, that is, a so-called G missing feeling occurs. Therefore, drivability deteriorates.

  In view of this, the vehicle braking device described in Patent Literature 1 performs a braking control that removes, from the engine brake, a regenerative braking force corresponding to a frictional braking force corresponding to the amount of depression of a brake pedal when the ABS starts to operate. ing. As a result, the braking device of the vehicle can utilize regenerative braking as effectively as possible while reducing interference of regenerative braking force with braking control by the operating ABS, and can improve braking feeling. .

JP 2002-152904 A

  However, in a vehicle braking device as described in Patent Document 1, when a drive (D) range and a brake (B) range are provided as forward drive ranges of a shift range selected by a driver, ABS is provided. In this case, the regenerative braking force according to the selected forward drive range is used together with the friction braking force.

  For this reason, in the braking device of this vehicle, when the ABS is operated when the B range is selected, a regenerative braking force larger than the D range is generated, and the regenerative braking force and the friction braking force are used together. Will do. The large regenerative braking force generated at the time of selecting the B range may reduce the controllability of the braking control at the time of operating the ABS, thereby deteriorating drivability.

  Therefore, an object of the present invention is to provide a braking device that can use regenerative braking while ensuring a good braking feeling when an antilock brake system is operated.

One embodiment of the invention for a vehicle braking device that solves the above problem is a vehicle braking device that brakes the rotation of a drive shaft of a vehicle using friction braking by a mechanical brake and regenerative braking by a rotating machine. An anti-lock brake system control unit that controls the operation of the lock brake system, an accelerator operation detection unit that detects an accelerator operation amount, a shift position detection unit that detects a selected position of a shift range including at least a forward drive range, A target drive shaft torque setting unit that sets a target drive shaft torque applied to the drive shaft based on an operation state of an anti-lock brake system and a selected position of the shift range, wherein the vehicle is configured to drive the forward drive range. The target drive shaft torque setting section includes a drive range and a brake range. During operation systems out, the state in which the as forward drive range drive range or said braking range is selected, when the accelerator is not operated, than coasting regeneration torque during non-operation of the antilock braking system When the small coast regenerative torque is set to the target drive shaft torque, and the antilock brake system is inactive, and when the brake range is selected as the forward drive range, when the drive range is selected, A coast regenerative torque larger than a coast regenerative torque is set as the target drive shaft torque, and the brake is selected when the drive range is selected when the anti-lock brake system is operating and when the anti-lock brake system is operating. Same as when selecting the range Set the paste regenerative torque to the target drive shaft torque, the brake when in the non-operation of the drive range coasting regenerative torque and the anti-lock brake system at the time of selection of the time during non-operation of the antilock braking system This is to set a coast regenerative torque smaller than the coast regenerative torque when the range is selected .

  As described above, according to one embodiment of the present invention, it is possible to provide a braking device that can use regenerative braking while securing a favorable braking feeling when an antilock brake system is operated.

FIG. 1 is a diagram illustrating a vehicle braking device according to an embodiment of the present invention, and is a conceptual block diagram illustrating a schematic overall configuration thereof. FIG. 2 is an alignment chart showing the relationship among the respective rotational speeds of the engine, the drive shaft, the first motor generator, and the second motor generator. FIG. 3 is a graph (map) showing the coast regenerative torque according to the vehicle speed when the antilock brake system is operating and when it is not operating. FIG. 4 is a flowchart illustrating the braking control process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 4 are views showing a vehicle braking device according to one embodiment of the present invention.

  In FIG. 1, a vehicle 101 equipped with a braking device according to one embodiment of the present invention includes a drive mechanism 1, a hybrid ECU (Electronic Control Unit) 32, an engine ECU 33, a battery ECU 34, and an anti-lock brake system (ABS). ) ECU35.

  The drive mechanism 1 includes an engine 2 serving as an internal combustion engine, and a first motor generator 4 and a second motor generator 5 serving as a rotating machine that generates driving power while being driven to rotate by rotating as an electric motor to output driving force. And The drive mechanism 1 includes an output shaft 3 of the engine 2, rotor shafts 13 and 16 of the first motor generator 4 and the second motor generator 5, and a drive shaft 7 connected to the drive wheels 6 of the vehicle 101 so that power can be transmitted. Are connected so as to transmit power via the first planetary gear mechanism 9 and the second planetary gear mechanism 10 of the power transmission mechanism 11.

  The engine 2 is configured by a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and ignites by an ignition device (not shown) during the compression stroke and the expansion stroke. . The output shaft 3 of the engine 2 is connected to a first planetary gear mechanism 9 and a second planetary gear mechanism 10. Note that the output shaft 3 may be provided with a one-way clutch for preventing the torque due to the reverse rotation of the output shaft 3 from being transmitted to the first planetary gear mechanism 9 and the second planetary gear mechanism 10.

  The first motor generator 4 has a rotor 14 and a stator 15. The rotor 14 has a plurality of permanent magnets embedded therein, and the first planetary gear mechanism 9 is connected to the rotor shaft 13 as a rotation shaft. The stator 15 has a stator core and a three-phase coil wound around the stator core, and the first inverter 19 is connected to the three-phase coil.

  In the first motor generator 4 configured as described above, when three-phase AC power is supplied to the three-phase coils of the stator 15, a rotating magnetic field is formed by the stator 15, and the rotating magnetic field is embedded in the rotor 14. When the magnet is pulled, the rotor 14 is driven to rotate around the rotor shaft 13. That is, the first motor generator 4 functions as an electric motor and generates a driving force that causes the vehicle 101 to travel.

  When the rotor 14 is rotated around the rotor shaft 13, a rotating magnetic field is formed by the permanent magnet embedded in the rotor 14, and an induced current flows through the three-phase coil of the stator 15 by the rotating magnetic field. Electric power is generated at both ends of the coil. That is, the first motor generator 4 also functions as a generator, and generates electric power for charging the battery 21.

  The first inverter 19 converts DC power supplied from the battery 21 into three-phase AC power and supplies the three-phase AC power to the first motor generator 4. The first inverter 19 supplies three-phase AC power to the first motor generator 4 according to a torque command signal from the hybrid ECU 32 such that the output torque of the first motor generator 4 becomes the torque command value set in the torque command signal. Is controlled. The first inverter 19 converts the three-phase AC power generated by the first motor generator 4 into DC power and charges the battery 21.

  The first inverter 19 calculates the maximum torque and the minimum torque that can be output from the first motor generator 4 from the rotation speed and the temperature of the first motor generator 4 and notifies the hybrid ECU 32 of the calculated maximum and minimum torques. The hybrid ECU 32 limits the output torque of the first motor generator 4 with the notified maximum torque and minimum torque. That is, the output torque of the first motor generator 4 is limited by overheating or the like.

  The second motor generator 5 has a rotor 17 and a stator 18 like the first motor generator 4. The rotor 17 has a plurality of permanent magnets embedded therein, and the second planetary gear mechanism 10 is connected to a rotor shaft 16 as a rotation shaft. The stator 18 has a stator core and a three-phase coil wound around the stator core, and the second inverter 20 is connected to the three-phase coil.

  In the second motor generator 5 configured as described above, when three-phase AC power is supplied to the three-phase coil of the stator 18, a rotating magnetic field is formed by the stator 18, and the rotating magnetic field is embedded in the rotor 17. When the magnet is pulled, the rotor 17 is driven to rotate around the rotor shaft 16. That is, second motor generator 5 functions as an electric motor and generates a driving force for driving vehicle 101.

  Further, when the rotor 17 is rotated around the rotor shaft 16, a rotating magnetic field is formed by the permanent magnet embedded in the rotor 17, and an induced current flows through the three-phase coil of the stator 18 by the rotating magnetic field. Electric power is generated at both ends of the coil. That is, second motor generator 5 also functions as a generator, and generates electric power for charging battery 21.

  The second inverter 20 converts the DC power supplied from the battery 21 into three-phase AC power and supplies the three-phase AC power to the second motor generator 5. The second inverter 20 supplies three-phase AC power to the second motor generator 5 according to a torque command signal from the hybrid ECU 32 such that the output torque of the second motor generator 5 becomes the torque command value set in the torque command signal. Is controlled. The second inverter 20 converts the three-phase AC power generated by the second motor generator 5 into DC power and charges the battery 21.

  The second inverter 20 calculates the maximum torque and the minimum torque that can be output from the second motor generator 5 from the rotation speed and the temperature of the second motor generator 5 and notifies the hybrid ECU 32 of the calculated maximum and minimum torques. The hybrid ECU 32 limits the output torque of the second motor generator 5 with the notified maximum torque and minimum torque. That is, the output torque of the second motor generator 5 is limited by overheating or the like.

  The first planetary gear mechanism 9 has a sun gear 22, a plurality of planetary gears 23 meshing with the sun gear 22, and a ring gear 25 meshing with the plurality of planetary gears 23. I have.

  The second planetary gear mechanism 10 has a sun gear 26, a plurality of planetary gears 27 meshing with the sun gear 26, and a ring gear 29 meshing with the plurality of planetary gears 27. I have.

  The sun gear 22 of the first planetary gear mechanism 9 is connected to the rotor shaft 13 so as to rotate integrally with the rotor 14 of the first motor generator 4. The planetary carrier 24 of the first planetary gear mechanism 9 and the sun gear 26 of the second planetary gear mechanism 10 are integrally rotatably connected to the output shaft 3 of the engine 2.

  The ring gear 25 of the first planetary gear mechanism 9 is connected to a planetary gear 27 of the second planetary gear mechanism 10 via a planetary carrier 28 so as to revolve around the rotor shaft 13. The ring gear 25 of the first planetary gear mechanism 9 is formed to rotate the drive shaft 7 via an output transmission mechanism 31 including a differential gear and other gears (not shown).

  The ring gear 29 of the second planetary gear mechanism 10 is connected to the rotor shaft 16 so as to rotate integrally with the rotor 17 of the second motor generator 5. Thus, the power transmission mechanism 11 is a gear mechanism in which the output shaft 3 of the engine 2, the rotor shaft 13 of the first motor generator 4, the rotor shaft 16 of the second motor generator 5, and the drive shaft 7 are connected. Is configured.

  Therefore, the power transmission mechanism 11 transmits and receives a driving force between the engine 2, the first motor generator 4, the second motor generator 5, and the drive shaft 7. For example, the power transmission mechanism 11 transmits power generated by the engine 2, the first motor generator 4, and the second motor generator 5 to the drive shaft 7.

  The hybrid ECU 32 includes a computer unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port.

  The ROM of the hybrid ECU 32 stores a program for causing the computer unit to function as the hybrid ECU 32 along with various control constants and various maps. That is, when the CPU executes the program stored in the ROM, the computer unit functions as the hybrid ECU 32. The hybrid ECU 32 is connected to the engine ECU 33, the battery ECU 34, and the ABS-ECU 35, and exchanges data with these ECUs.

  The input ports of the hybrid ECU 32 include an accelerator opening sensor (accelerator operation detecting unit) 41, a shift position sensor (shift position detecting unit) 42, a brake stroke sensor 43, a vehicle speed sensor 44, and a first motor generator (MG1) rotational speed sensor. 45, various sensors including a second motor generator (MG2) rotation speed sensor 46 and an engine rotation speed sensor 47 are connected.

  The accelerator opening sensor 41 detects and outputs an accelerator sensor voltage corresponding to the depression amount (operation amount) of an accelerator pedal (not shown) by the driver as the accelerator opening. The shift position sensor 42 detects and outputs a shift sensor voltage and a select sensor voltage in accordance with the operation position of the shift lever in two directions so that the selected position of the shift range selected by the operation of the shift lever by the driver can be calculated. I do.

  The shift range includes, for example, a forward drive range, a reverse drive (R) range, a neutral (N) range, and a stop (P) range, and any one is selected by a shift lever. The forward drive range includes a drive (D) range that exerts running performance through optimal shift control, and a brake (B) range that effectively exerts engine braking when a certain speed is exceeded by limiting the shift. The gear is selected by the shift lever according to the situation during traveling.

  The brake stroke sensor 43 detects and outputs the amount of depression of a brake pedal (not shown) by a driver when the disk 7a fixed to the drive shaft 7 is sandwiched by the brake pads 8 to apply friction braking of a mechanical brake. I do.

  The vehicle speed sensor 44 detects, for example, a signal corresponding to the rotation speed of the drive shaft 7 and outputs the vehicle speed so that the vehicle speed can be calculated. The vehicle speed sensor 44 outputs a positive vehicle speed signal when the vehicle 101 is traveling in the forward direction, and outputs a negative vehicle speed signal when the vehicle 101 is traveling in the reverse direction.

  The first motor generator (MG1) rotation speed sensor 45 detects, for example, a signal corresponding to the rotation speed of the rotor shaft 13 and outputs the vehicle speed so that the vehicle speed can be calculated. The second motor generator (MG2) rotation speed sensor 46 detects, for example, a signal corresponding to the rotation speed of the rotor shaft 16 and outputs the vehicle speed so that the vehicle speed can be calculated. The engine rotation speed sensor 47 detects a signal corresponding to the rotation speed of the output shaft 3 of the engine 2 and outputs the vehicle speed so that the vehicle speed can be calculated.

  A first inverter 19 and a second inverter 20 are connected to an output port of the hybrid ECU 32. A battery 21 is connected to the first inverter 19 and the second inverter 20.

  Hybrid ECU 32 transmits a torque command signal to first inverter 19 and second inverter 20 so that the output torque of each of first motor generator 4 and second motor generator 5 becomes a predetermined torque. First inverter 19 and second inverter 20 provide first motor generator 4 and second motor generator 5 such that first motor generator 4 and second motor generator 5 output the torque of the output value set in the torque command signal. The three-phase AC power supplied to the first motor generator 4 and the second motor generator 5 are controlled.

  The engine ECU 33 is configured by a computer unit including a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

  The ROM of the engine ECU 33 stores a program for causing the computer unit to function as the engine ECU 33, along with various control constants and various maps. That is, when the CPU executes the program stored in the ROM, the computer unit functions as the engine ECU 33. The engine ECU 33 is connected to the hybrid ECU 32 and exchanges data with each other.

  The engine ECU 33 controls the engine 2 based on the torque command signal from the hybrid ECU 32 so that the output torque of the engine 2 becomes the output value set in the torque command signal. The engine ECU 33 controls an injector and a throttle valve (not shown) to control the fuel injection amount and the intake air amount, and controls the output torque of the engine 2.

  The battery ECU 34 is configured by a computer unit having a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

  The ROM of the battery ECU 34 stores a program for causing the computer unit to function as the battery ECU 34, along with various control constants and various maps. That is, the computer unit functions as the battery ECU 34 when the CPU executes the program stored in the ROM.

  A battery state detection sensor 49 is connected to an input port of the battery ECU 34. The battery state detection sensor 49 detects and outputs the charge / discharge current, voltage, and battery temperature of the battery 21. The battery ECU 34 acquires the remaining capacity of the battery 21 and the like based on the value of the charge / discharge current, the value of the voltage, and the value of the battery temperature input from the battery state detection sensor 49.

  As the battery state detection sensor 49, for example, a configuration in which a voltage sensor for detecting a voltage and a battery temperature sensor for detecting a battery temperature can be used as a current sensor for detecting a charge / discharge current of the battery 21 can be used. Note that a current sensor, a voltage sensor, and a battery temperature sensor may be separately provided.

  The ABS-ECU 35 is configured by a computer unit including a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

  The ROM of the ABS-ECU 35 stores a program for causing the computer unit to function as the ABS-ECU 35, along with various control constants and various maps. That is, the computer unit functions as the ABS-ECU 35 when the CPU executes the program stored in the ROM. The ABS-ECU 35 is connected to the hybrid ECU 32 and exchanges data with each other.

  When the ABS-ECU 35 determines that it is necessary to operate the ABS based on various information, the ABS-ECU 35 performs anti-lock brake control that adjusts the pressure of the brake pad 8 that sandwiches the disc 7a for each of the four wheels including the drive shaft 7. Execute to activate the ABS.

  In such a vehicle 101, the hybrid ECU 32 determines a target based on the accelerator opening detected by the accelerator opening sensor 41, the shift position detected by the shift position sensor 42, the vehicle speed detected by the vehicle speed sensor 44, and the like. The driving torque is calculated, and the engine 2, the first motor generator 4, and the second motor generator 5 are controlled to output the target driving torque to the driving shaft 7.

  Based on the alignment chart shown in FIG. 2, the hybrid ECU 32 controls the engine 2, the first motor generator 4, and the second motor generator 5 to output the target drive torque to the drive shaft 7 while maintaining the balance between the rotation speeds. I do.

  In the alignment chart of FIG. 2, each vertical axis indicates, from the left in the figure, the rotation speed of the rotor shaft 13 of the first motor generator 4 (MG1), the rotation speed of the output shaft 3 of the engine 2 (E / G), that is, the engine. The rotation speed, the rotation speed of the drive shaft 7 (OUT), and the rotation speed of the rotor shaft 16 of the second motor generator 5 (MG2) are respectively shown. In the alignment chart, the rotation speeds of the first motor generator 4, the second motor generator 5, and the drive shaft 7 are positive when the rotation is in the same direction as the rotation direction of the engine 2.

  Further, in the alignment chart of FIG. 2, the distance ratio between the respective axes on the horizontal axis is determined by the ratio of the number of teeth of each gear of the first planetary gear mechanism 9 and the second planetary gear mechanism 10. In FIG. 2, k1 is a lever ratio on the alignment chart, which is a ratio of the number of ring gear teeth Zr1 and the number of sun gear teeth Zs1 of the first planetary gear mechanism 9, that is, Zr1 / Zs1. Further, k2 in FIG. 2 is a lever ratio in the alignment chart, which is a ratio of the number of sun gear teeth Zs2 of the second planetary gear mechanism 10 to the number of ring gear teeth Zr2, Zs2 / Zr2.

  Here, in the alignment chart of FIG. 2, if two rotation speeds among the MG1 rotation speed, the engine rotation speed, the drive shaft rotation speed, and the MG2 rotation speed are determined, another rotation speed is determined. By adjusting the rotational speeds of two of the four axes of the first motor generator 4, the engine 2, the drive shaft 7, and the second motor generator 5, the rotational speeds of the other two axes can be controlled.

  Further, during the ABS operation, the brake stroke sensor 43 detects that the driver has depressed the brake pedal, and the vehicle 101 is coasting in a decelerating state. In the vehicle 101, the engine 2, the first motor generator 4, and the second motor generator 5 are rotated by the drive shaft 7 rotating integrally with the drive wheels 6 while maintaining the relative relationship shown in the alignment chart of FIG. 2. In this case, each rotational load acts as an engine brake (braking force) and is decelerated.

  At this time, the first motor generator 4 and the second motor generator 5 charge the battery 21 via the first inverter 19 and the second inverter 20 with regenerative power generated by functioning as a generator, and The coast regenerative torque for rotating the (rotors 14, 17) is applied to the drive shaft 7 as regenerative braking force.

  Therefore, in addition to the friction braking force of the mechanical brake corresponding to the amount of depression of the brake pedal (the pressure at which the brake pad 8 clamps the disk 7a), the first motor generator 4 and the second motor The coast regenerative torque by the motor generator 5 is applied as a regenerative braking force.

  Thus, the hybrid ECU 32 of the present embodiment executes a braking control process for adjusting the coast regenerative torque generated during the ABS operation according to a braking control program stored in the ROM.

  Specifically, when the vehicle 101 is decelerated, the coast regenerative torque corresponding to the forward drive range of the drive (D) range or the brake (B) range selected by the shift lever is applied to the first motor generator 4 and the second motor generator 5. Is to occur.

  The hybrid ECU 32 controls the first inverter 19 and the second inverter 20 such that a coast regenerative torque corresponding to the D range or the B range, which is the selected position of the shift lever detected by the shift position sensor 42, is generated. ing. The hybrid ECU 32 controls the first inverter 19 and the second inverter 20 so that the first motor generator 4 and the second motor generator 5 generate different coast regenerative torques when the ABS is operated or the ABS is not operated. It has become.

  The hybrid ECU 32 is stored in advance in the ROM as a map so that the coast regenerative torque generated by the first motor generator 4 and the second motor generator 5 changes according to the vehicle speed of the vehicle 101. The ROM of the hybrid ECU 32 stores different coast regenerative torques (regenerative torques) depending on whether the ABS is operating or not and whether the B range or the D range of the forward drive range is being selected and executed. The braking force is mapped and stored.

  As shown in FIG. 3, the coast regenerative torque is such that when the ABS is not operated, the regenerative braking force is greater when the forward drive range B is selected than when the forward drive range D is selected. A map corresponding to each vehicle speed is set in the ROM of the hybrid ECU 32. In addition, when the ABS is operated, a map corresponding to the vehicle speed is set in the ROM of the hybrid ECU 32 so that the regenerative braking force is smaller than when the ABS is not operated, without distinction between the forward drive range B range and the D range. I have. Here, in the present embodiment, the coast regenerative torque set at the time of the operation of the ABS is set to be a common regenerative braking force in the forward drive range B and D ranges, but is not limited to this. . For example, similarly to when the ABS is not operated, the coast regenerative torque in the D range during the ABS operation may be set to be smaller than the coast regenerative torque in the B range during the ABS operation. It is sufficient that the coast regenerative torque in the drive range is set to be smaller than the regenerative braking force in the forward drive range when the ABS is not operated.

  Here, the ABS-ECU 35 does not receive the selected position of the shift range detected by the shift position sensor 42, in other words, without grasping the coast regenerative torque corresponding to the B range or the D range of the forward drive range, Then, a control process for adjusting the pressure of the brake pad 8 sandwiching the disc 7a for each of the four wheels is performed to activate (deactivate the braking force) or deactivate the mechanical brake. As described above, when the coast regenerative torque having a different magnitude is applied to the drive shaft 7 during the ABS operation, the controllability of the ABS by the ABS-ECU 35 deteriorates. For this reason, the hybrid ECU 32 executes the deceleration control while effectively utilizing the ABS by adjusting the target drive shaft torque described later according to the regenerative braking force of the coast regenerative torque.

Then, the hybrid ECU 32 sets an optimal value according to running conditions such as acceleration, deceleration, and constant speed running as a target drive shaft torque to be applied to the drive shaft 7 when the vehicle 101 is running, by calculation or the like. 2, the first motor generator 4, the second motor generator 5, and the like. For example, the hybrid ECU 32 determines the coast regenerative torque and sets the target drive shaft torque at the time of deceleration as described above, and also depresses the accelerator pedal depression amount by the driver detected by the accelerator opening sensor 41 except at the time of deceleration. The accelerator-based target drive shaft torque corresponding to the operation amount is determined by calculation or the like and set as the target drive shaft torque.
Here, the target drive shaft torque is a drive shaft necessary for driving the vehicle 100 under desired driving conditions intended by the driver, in consideration of various factors such as a vehicle speed, a coast regenerative torque, and an accelerator-based target torque. 7 is the target torque to be applied. The accelerator base target torque is a target torque to be used as a base when calculating the target drive shaft torque, and is set in advance by a map or the like so as to be determined according to the accelerator pedal depression amount at the time of stationary driving. The target torque to be applied to the drive shaft 7.

  That is, the hybrid ECU 32 configures the target drive shaft torque by setting the target drive shaft torque by configuring the target drive shaft torque setting unit and executing the brake control process shown in the flowchart of FIG. 4 according to the brake control program stored in the ROM. 2, the first motor generator 4, the second motor generator 5, and the like. The braking control process described below is started after the activation of the hybrid ECU 32, and is executed at preset time intervals.

  First, as shown in the flowchart of FIG. 4, the hybrid ECU 32 acquires (confirms) the ABS operation status as to whether or not the anti-lock brake system is operating by functioning as the ABS controller 35, and the accelerator opening sensor 41 The accelerator base target drive shaft torque and the coast based on various information such as the accelerator opening detected by the vehicle, the selected position of the shift by the shift lever detected by the shift position sensor 42, and the vehicle speed of the vehicle 101 detected by the vehicle speed sensor 44. The regenerative torque is derived by calculation or the like (step S10).

  Thereafter, it is confirmed whether the forward drive range (B range or D range) is selected during the operation of the ABS (step S20), and the range selection other than the non-operation of the ABS or the forward drive range is confirmed. In this case, the process proceeds to step S50.

  If it is determined in step S20 that the forward drive range is selected during the operation of the ABS, it is determined whether the accelerator-based target drive shaft torque derived in step S10 is equal to or less than the coast regenerative torque. (Step S30) If the accelerator-based target drive shaft torque is larger than the coast regenerative torque, the process proceeds to step S50.

  In step S30, for example, when it is confirmed that the accelerator pedal is not depressed and the accelerator-based target drive shaft torque is equal to or less than the coast regenerative torque, as shown in FIG. The coast regenerative torque during the ABS operation smaller than the coast regenerative torque set when the drive range B range or D range is selected is set as the target drive shaft torque, and the braking process for limiting the rotation of the drive shaft 7 is executed. (Step S40).

  In step S50, a target drive torque corresponding to various running conditions is set, and a rotation control process of the drive shaft 7 is executed. For example, when it is confirmed in step S20 that the ABS is not operating, as shown in FIG. 3, the coast regenerative torque according to the selection of the B range or the D range selected in the forward drive range is the target drive torque. Normal setting processing is performed to set the target drive torque according to the setting of the torque or the reverse drive (R) range. In step S30, when the accelerator-based target drive shaft torque is larger than the coast regenerative torque, for example, when the driver depresses the accelerator pedal to start re-acceleration, the accelerator pedal depression amount (operation amount) is increased. A normal setting process is performed in which a predetermined accelerator-based target drive shaft torque set in advance is set to the target drive torque.

  As described above, the braking device mounted on the vehicle 101 according to the present embodiment relates to the B range and the D range of the forward drive range when the accelerator-based target drive shaft torque is equal to or less than the coast regenerative torque during the operation of the ABS. Instead, the common coast regenerative torque is set to the target drive shaft torque, and the controllability of the ABS can be ensured so that a strong regenerative braking force is not generated during the operation of the ABS.

  Therefore, it is possible to prevent a large coast regenerative torque from being applied to the drive shaft 7 as a regenerative braking force during the operation of the ABS, and to perform regenerative braking while reducing interference with the braking control by the operating ABS. It is possible to avoid the occurrence of a so-called G-miss feeling by making effective use as long as possible.

  Further, regardless of whether or not the braking device mounted on the vehicle 101 of the present embodiment executes a braking control process that excludes generation of a regenerative braking force corresponding to the friction braking force of the amount of depression of the brake pedal, The coast regenerative torque (regenerative braking force) applied to the drive shaft 7 when the ABS is operating can be set smaller than when the ABS is not operating.

  Therefore, the effectiveness of the ABS control process can be ensured without complicating the process, and the regenerative braking can be used together with a good braking feeling when the antilock brake system is operated.

  Here, in the present embodiment, the braking control for adjusting the regenerative braking force separately from the friction braking of the mechanical brake will be described as an example, but the invention is not limited thereto. For example, it may be used together when executing the braking control excluding the coast regenerative torque from the engine brake.

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

2 Engine 4 First motor generator (rotating machine)
5 Second motor generator (rotating machine)
6 Drive wheel 7 Drive shaft 7a Disk (mechanical brake)
8 brake pads (mechanical brake)
9 First planetary gear mechanism 10 Second planetary gear mechanism 19 First inverter 20 Second inverter 21 Battery 32 Hybrid ECU (target drive shaft torque setting unit)
33 Engine ECU
35 Anti-lock brake system (ABS) ECU (anti-lock brake system control unit)
41 Accelerator opening sensor (accelerator operation detector)
42 shift position sensor (shift position detector)
43 Brake stroke sensor 44 Vehicle speed sensor 45 MG1 rotation speed sensor 46 MG2 rotation speed sensor 47 Engine rotation speed sensor 101 Vehicle

Claims (1)

A braking device for a vehicle that brakes rotation of a drive shaft of the vehicle using friction braking by a mechanical brake and regenerative braking by a rotating machine,
An anti-lock brake system controller that controls the operation of the anti-lock brake system,
An accelerator operation detector for detecting an accelerator operation amount;
A shift position detecting unit that detects a selected position of a shift range including at least a forward drive range,
A target drive shaft torque setting unit that sets a target drive shaft torque to be applied to the drive shaft based on an operation state of the antilock brake system and a selected position of the shift range,
The vehicle includes a drive range and a brake range as the forward drive range,
The target drive shaft torque setting unit,
If the accelerator is not operated while the drive range or the brake range is selected as the forward drive range during the operation of the anti-lock brake system, a coast during the non-operation of the anti-lock brake system A coast regenerative torque smaller than the regenerative torque is set as the target drive shaft torque,
When the anti-lock brake system is inactive and the brake range is selected as the forward drive range, a coast regenerative torque larger than the coast regenerative torque when the drive range is selected is set to the target drive shaft. Set to torque,
The same coast regenerative torque is set to the target drive shaft torque when the drive range is selected when the antilock brake system is operating and when the brake range is selected when the antilock brake system is operating. And, the coast regenerative torque when the drive range is selected when the anti-lock brake system is not operating and the coast regenerative torque when the brake range is selected when the anti-lock brake system is not operating are smaller. A vehicle braking device that sets the coast regenerative torque .

Images