JPH09168202A - Electric car with function for indicating braking state - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attract attentions of, for example, a vehicle steering personnel for a regenerated torque value, a hydraulic torque value, and braking torque distribution and at the same time inform such a failure as the failure of a value for controlling hydraulic loading. SOLUTION: An electric car has a display 50 with a hydraulic indication part 94 for indicating hydraulic torque value and a regeneration indication part 96 for indicating a regenerated torque value. The hydraulic indication part 94 and the regeneration indication part 96 has, for example, several LED's, a bar display part, a semi-circle display part, and a pointer meter so that the hydraulic torque value and the regenerated torque value can be compared. The electronic car has an alarm indication part 58 to inform that the regenerated torque value is limited or the hydraulic/regenerated torque values extremely deviate from the command value. Also, the electric car has a command indication part 86 to make comparison with the command value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle that uses both fluid pressure braking and regenerative braking, and more particularly to a function for informing the state of a braking system.

[0002]

2. Description of the Related Art Fluid braking such as hydraulic braking is widely used as means for braking a vehicle. Further, regenerative braking can also be adopted in a vehicle (hereinafter referred to as an electric vehicle) including a traveling motor such as an electric train or an electric vehicle (hereinafter referred to as EV). In an electric vehicle that employs regenerative braking, drive power is supplied from a vehicle-mounted or external power source to the running motor during start-up acceleration (so-called "power running"), and power is supplied from the running motor during deceleration stop. Recover to the power source (so-called "regeneration"). In this way, regenerative braking is a method of braking the vehicle by collecting the braking energy to the power source,
This is a preferable braking method in terms of energy efficiency as compared with fluid pressure braking in which braking energy is lost in the form of heat energy or the like.

However, although it is advantageous in terms of energy efficiency, the vehicle cannot be braked when an abnormality occurs in the regenerative braking system when only regenerative braking is performed. Further, in an electric vehicle such as an EV that collects electric power in a vehicle-mounted battery, it is necessary to downsize the battery in order to reduce the weight of the vehicle. Generally, when the battery is downsized, the maximum value of regenerative power that can be accepted is also limited, and it becomes difficult to cover all the required braking force by regeneration. To solve these problems,
Fluid pressure braking and regenerative braking may be used together. As a result, the vehicle can be braked by the fluid pressure braking even when the regenerative braking system is abnormal, and the shortage of the regenerative braking force with respect to the required braking force can be compensated by the fluid pressure braking force.

When using both regenerative braking and fluid pressure braking together, the required braking force is realized by the sum of the regenerative braking force and the fluid pressure braking force, or the regenerative braking force and the fluid pressure braking force are combined. It is preferable to control the regenerative braking force and the fluid pressure braking force so that they are appropriately distributed to the front and rear wheels. As a method of controlling the regenerative braking force, a method of connecting a chopper circuit, an inverter circuit or the like between a vehicle-mounted battery and a vehicle running motor is known, and a method of controlling the fluid pressure braking force is known as a master. A method is known in which a valve is provided between a cylinder (hereinafter referred to as M / C) and a wheel cylinder (hereinafter referred to as W / C).

[0005]

When these methods are used together to control both the regenerative braking force and the fluid pressure braking force, the regenerative braking is controlled according to the change in the required braking force and the change in the rotational speed of the traveling motor. The ratio of power to fluid pressure braking changes.
Attracting the attention of the vehicle operator to such a change in the ratio is effective in calling attention to energy efficiency improvement by regenerative braking and promoting more economical traveling. However, conventionally,
There is a means for supplying information from the vehicle side to the vehicle operator, such as the current values of the regenerative braking force and the fluid pressure braking force and what ratio they have. There wasn't.

Further, in consideration of safe vehicle operation, maintenance of a normal vehicle state, etc., information on the presence or absence of an abnormality in each of the regenerative braking system and the fluid pressure braking system or the extent of the abnormality is supplied from the vehicle side to the vehicle operator. Is preferred. As a technique for giving information on an abnormality in the regenerative braking system to a vehicle operator, for example, a vehicle dedicated to regeneration is disclosed in Japanese Patent Laid-Open No.
As described in JP-A 1-258601, there is known a technique for displaying information such as whether the traveling motor is in a power running state or a regenerative state, and further, the regenerative ability of the battery. There is. However, even if such a technique is applied to a vehicle with combined regenerative fluid pressure, the state of the fluid pressure braking system (for example, the presence or absence of valve leakage, malfunction, etc., the degree), the generation state of the fluid pressure braking force (only the current regenerative braking force is It is not possible to inform the vehicle operator whether or not it is occurring, or whether fluid pressure braking force is also occurring).
This malfunction causes, for example, a reduction in regenerative electric power due to an excessive effect of the fluid pressure braking force, which in turn causes a reduction in the travelable distance per charge of the battery (that is, deterioration of fuel efficiency). In addition, this is the state of charge of the battery (SO
Since the frequency of C) deviates from the range suitable for extending its life, it also causes deterioration of the battery.

A first object of the present invention is to provide the vehicle operator with information relating to both the regenerative braking force and the fluid pressure braking force so that the vehicle operator can feel the effect of improving the energy efficiency by the regenerative braking. Especially. A second object of the present invention is to contribute to the improvement of fuel consumption and the extension of battery life by providing a vehicle operator with information regarding the presence or absence or the degree of abnormality in each of the regenerative braking system and the fluid pressure braking system. is there. A third object of the present invention is to enhance the usability of the function according to the present invention by indicating the presence or absence of abnormality or the degree of abnormality in each of the regenerative braking system and the fluid pressure braking system in a more easily understandable form.

[0008]

In order to achieve such an object, a first structure of the present invention comprises means for applying a fluid pressure braking force to a wheel and means for applying a regenerative braking force to a wheel. In an electric vehicle comprising: a means for controlling the fluid pressure braking force and the regenerative braking force according to the required braking force, a means for directly or indirectly detecting the values of the fluid pressure braking force and the regenerative braking force, and a fluid pressure braking force and the regenerative braking force. A means for informing the detected value of power and the ratio thereof are provided. In this configuration, since the detected values and ratios of the regenerative braking force and the fluid pressure braking force are notified, the vehicle operator can feel the effect of improving the energy efficiency by the regenerative braking. Further, in this configuration, the vehicle operator can determine whether or not there is an abnormality in both the regenerative and fluid pressure braking systems according to the notified information, and as a result, pre-fault inspection, replacement of parts (for example, battery), etc. This will contribute to improving fuel efficiency and extending the life of parts.

In the second configuration of the present invention, in the first configuration, the control target values of the fluid pressure braking force and the regenerative braking force and the ratio thereof can be compared with the detected values of the fluid pressure braking force and the regenerative braking force and the ratio thereof. It is characterized in that it is provided with means for notifying in such a manner. In this configuration, the detected values of the fluid pressure braking force and the regenerative braking force and the ratio thereof, and the control target values of the fluid pressure braking force and the regenerative braking force and the ratio thereof are notified in a comparable manner. Therefore, the presence or absence of an abnormality in each of the regenerative braking system and the fluid pressure braking system, or the degree thereof, is indicated in a form that is easier for the vehicle operator to understand, further improving the usability of the function according to the present invention.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. In addition, regarding the system configuration and the control procedure described below, except for the portions relating to the features of the present invention, Japanese Patent Application No. 6-178 filed by the same applicant as the present application
See also No. 655. In the following description, EV
However, the present invention can be applied to other types of electric vehicles that use both regenerative braking and fluid pressure braking. Furthermore, although hydraulic braking is taken as an example in the following description, other fluid pressure braking may be adopted. Further, the invention can be applied to a vehicle in which a regenerative braking force is applied to the driving wheels and a fluid pressure braking force is applied only to the driven wheels.

(1) System Configuration and Outline of Control FIG. 1 shows an EV system configuration suitable for each embodiment of the present invention. This EV is a vehicle-mounted battery 10
The discharge output of the inverter is converted from direct current to alternating current by the inverter 12, and the obtained alternating current power supplies the alternating current motor 14 for running the vehicle.
Is driven, and its operation is controlled by an EV electronic control unit (hereinafter referred to as EV ECU) 16. The EVECU 16 generates a current command that is a control target of the motor current according to the value of the torque command indicating the torque to be output from the motor 14, and controls the power conversion operation by the inverter 12 according to the current command. By this control, the output torque of the motor 14 becomes a value corresponding to the torque command.

The torque command includes a power running torque command and a regenerative torque command. The former value is a control target of the motor output torque during power running, and is determined by the EVECU 16 according to the opening degree of the accelerator pedal 18. On the other hand, the latter value is the control target of the motor output torque during regeneration, and the electronic control unit for regeneration control (hereinafter referred to as the regenerative ECU) according to the hydraulic pressure of the M / C 22 (hereinafter referred to as the M / C pressure).
26 determines and gives to EVECU 16.

When determining these torque command values, the EVECU 16 and the regenerative ECU 26 use the battery 1
0, the inverter 12, the motor 14, and the state of each on-vehicle component are referred to. For example, as shown in FIG. 2 on the regeneration side, the maximum output torque of the motor 14 depends on the rotation speed of the motor 14, and therefore, when determining the torque command value, the resolver attached to the motor 14 is determined. The rotation speed sensor (not shown) such as the above detects the rotation speed and reflects the result. In addition, the amount of charge / discharge current, voltage VB, SOC, etc. of the battery 10 is an index representing the state of the battery 10. For example, the regenerative power receiving capacity of the battery 10 depends on the voltage VB and SOC. Therefore, when determining the torque command value, the values of the charging / discharging current and the voltage VB of the battery 10 detected by the junction box 46 and the battery management electronic control unit (hereinafter referred to as the battery E) are used.
Called CU) 48 reflects the SOC value obtained by integrating the charging / discharging current. Particularly, when the regenerative torque command value is restricted by the voltage VB, the maximum allowable value VBM
Refer to AX.

If the regenerative braking cannot be executed in view of the states of the battery 10 and the inverter 12, the EV ECU
A regenerative prohibition signal is supplied from 16 to the regenerative ECU 26, and the regenerative ECU 26 forcibly issues the regenerative torque command to 0 in response to this.
Set to. Also, when the anti-lock brake system electronic control unit (hereinafter referred to as ABS ECU) 42 detects slip based on the wheel speed detected by the wheel speed sensor 44, the regenerative ECU 26 similarly forces the regenerative torque command. Set to 0. The ABS ECU 42
Is means for varying the hydraulic torque in a predetermined manner by the ABS actuator 36 at the time of slip, thereby preventing the wheels from locking.

In this EV, as shown in FIG. 3 for the drive wheels, the sum of the regenerative torque and the hydraulic torque (hereinafter referred to as the total braking torque) matches the required braking torque.
Both regenerative braking and hydraulic braking are used. The regenerative torque referred to here is the brake rotor 3 on the drive wheel side due to regenerative braking.
2 is a torque applied to the brake rotor 32 on the drive wheel side by hydraulic braking, and the required braking torque is required by the vehicle operator and calculated from M / C pressure. It is possible torque. further,
Strictly speaking, the M / C pressure here refers to the hydraulic pressure detected by the M / C sensor 28 after characteristic adjustment by a proportioning and bypass valve (hereinafter referred to as P & B valve) 34.

In FIG. 3, further, when the M / C pressure is lower than P0, the required braking torque is realized only by the regenerative torque, and when it is higher than P0, the braking torque equivalent to P0 is also required by the regenerative torque. The shortage of the regenerative torque with respect to the torque is realized by the hydraulic torque. P0 here means W of the drive wheel and driven wheel from M / C22.
/ C30 is a valve opening value of the linear valve 38 provided on each hydraulic transmission path. Linear valve 38
Hydraulic pressure transmission is interrupted while the differential pressure before and after that is lower than P0, and hydraulic transmission is allowed while maintaining the differential pressure before and after that when it exceeds P0.
Brake oil is introduced to the / C22 side to eliminate the differential pressure. Further, P0 is continuously and linearly controlled by the regenerative ECU 26 according to the maximum regenerative torque shown in FIG. 3 and the state of the battery 10. By distributing the braking force between the regenerative hydraulic pressures, a relatively large amount of braking energy can be collected in the battery 10 by regenerative braking. The present invention can also be applied to a configuration in which the hydraulic pressure (fluid pressure) is controlled by a valve other than the linear valve.

FIG. 4 shows the flow of the braking control procedure executed by the regenerative ECU 26. As shown in this figure, the regenerative ECU 26 starts a repetitive operation described below after executing a predetermined initialization process (100).

First, the regenerative ECU 26 inputs signals from various parts of the vehicle (102). The target of input is a brake switch signal output from the brake switch 24 and indicating whether or not the brake pedal 20 is depressed, M / C
M / C pressure detected by sensor 28, W / C sensor 4
0 (hereinafter, referred to as W / C pressure) of the W / C 30, the motor speed and the regenerative torque value notified from the EVECU 16, and the V from the junction box 46.
B and charging / discharging current, VBMAX and SOC from the battery ECU 48, and the like. Here, the regenerative torque value is set to EVECU1.
6 is input because the EVECU 16 may output a regenerative torque value different from the regenerative torque command value when the regenerative torque command cannot be realized in view of the state of the motor 10 or the like.

Next, the regenerative ECU 26 determines whether or not the vehicle operator depresses the brake pedal 20 based on the value of the brake switch signal or the M / C pressure (104). When it is determined that the pedal is not stepped on, regenerative E
The CU 26 outputs a predetermined command such as a regenerative torque command value = 0 and a hydraulic valve command value = 0 (106), executes a predetermined fail-safe process, and then returns to step 102 (1
08). The hydraulic valve command referred to here is a signal for commanding P0 to the linear valve 38. Conversely, when it is determined that the vehicle is stepping on, the regenerative ECU 26 obtains the required braking torque value from the M / C pressure (110), and the above-described motor rotation speed, V
The regenerative torque command value is obtained from the required braking torque while restricting B, SOC, etc. (112), the hydraulic valve command value is obtained based on VB, etc. (114), and the regenerative torque command value and the hydraulic valve command value are adjusted ( 116) and outputs these (118). Then, after executing the display output according to the features of the present invention (122), the regenerative ECU 26 determines whether or not there is an abnormality in the regenerative braking system according to the method of Japanese Patent Application No. 6-178655 (120), and step 108. Move to.

Among the members shown in FIG. 1, the members according to the features of the present invention are the display 50 and its drive circuit 5.
2, which is the step 122 of the control procedure shown in FIG. 4 and which is characteristic of the present invention. Next, each embodiment of the present invention will be described based on the above system configuration and control procedure.

(2) First Embodiment FIG. 5 shows the appearance of a display device 50 according to the first embodiment of the present invention. Indicator 50 in this embodiment
Has a hydraulic pressure display portion 54, a regeneration display portion 56 and an alarm display portion 58. The hydraulic pressure display unit 54 is a unit for displaying a hydraulic pressure torque value, and has a configuration in which, for example, five LEDs are arranged side by side. The regenerative display section 56 is a means for displaying a regenerative torque value, and has a configuration in which, for example, five LEDs are arranged side by side like the hydraulic pressure display section 54. The hydraulic pressure display unit 54 and the regenerative display unit 56 are arranged on the front panel of the display unit 50, for example, so as to be aligned in a horizontal row, and as shown in FIG. 6, the hydraulic torque value or the regenerative torque value is displayed according to the number of lit LEDs. Also, the ratio between the hydraulic torque value and the regenerative torque value is displayed by the mutual ratio of the number of lights. In FIG. 6, the LED is turned on with the boundary between the hydraulic pressure display section 54 and the regenerative display section 56 as the origin so that the viewer can easily see both the hydraulic pressure torque value and the regenerative torque value and the ratio thereof. Further, in view of ease of viewing, for example, the hydraulic pressure display section 54 is red and the regeneration display section 56 is green.
It is preferable that the LEDs 56 and 56 are composed of LEDs emitting different colors. It should be noted that the alarm display unit 58 indicates that there is a large difference between the command value and the detected value with respect to either the hydraulic torque or the regenerative torque, or when the regenerative torque command value is restricted for some reason. Is a means for displaying. The drive circuit 52 causes the hydraulic pressure display unit 54, the regenerative display unit 56, and the alarm display unit 58 to respond to the display control signal generated by the regenerative ECU 26 in step 122.
Drive.

FIG. 6 shows an example of changes over time in the distribution of braking force between regenerative pressure and hydraulic pressure and changes in the display contents of the display 50 that occur as the braking operation proceeds while the vehicle parts are operating normally. . This example is an example in which the motor rotation speed when the brake pedal 20 is started is relatively low, and the maximum regenerative torque is a relatively large motor rotation speed on the motor characteristics shown in FIG. In such a case, for a while after the brake pedal 20 is depressed, all the required braking torque is covered by the regenerative torque as is clear from the regenerative / hydraulic braking force distribution characteristic shown in FIG. , LE belonging to the regeneration display unit 56 in the display device 50
The state in which only D is lit and the LEDs belonging to the oil pressure display unit 54 are not lit continues. At this time, if the vehicle operator continues to depress the brake pedal 20, the motor rotation speed gradually decreases due to the action of the regenerative torque. As shown in FIG. 2, the maximum regenerative torque of the motor 14 decreases with a decrease in the motor rotation speed in the low rotation range. Therefore, the hydraulic torque starts to be introduced (time t1), and the LED belonging to the hydraulic pressure display section 54 lights up. The number of LEDs belonging to the regenerative display section 56 decreases with the start of the operation. After that, after time t2 and time t3,
When the motor speed reaches N0, that is, when the maximum regenerative torque reaches 0 (time t4), the LE belonging to the regenerative display unit 56
The number of lights of D becomes 0.

From such a series of changes in the number of lit LEDs, etc., the observer can see the detected values of regenerative torque and hydraulic torque, their ratios, and their changes over time. Therefore, it becomes possible for the vehicle operator or the like to more easily and timely grasp the use situation of the regenerative braking in the vehicle as compared with the conventional case. This can suggest to the vehicle operator to step on the brake pedal 20 while trying to use regeneration as much as possible. Further, when the usage history becomes long, the battery 10 deteriorates and the regenerative power receiving performance deteriorates. When such a state is reached, the number of LEDs that are turned on in the regenerative display unit 56 decreases as compared with that before deterioration. Therefore, the deterioration of the battery 10 can be detected by the vehicle operator or the like from the number of LEDs that are lit on the regenerative display portion 56, which leads to early replacement of the battery 10.

Further, such display is also useful for detecting an abnormality of the drive wheel side linear valve 38 and the like. For example, when the drive-wheel-side linear valve 38 is normal, FIG. 7 (during slow braking)
Alternatively, as shown in FIG. 8 (during sudden braking), the braking force distribution between regenerative pressure and hydraulic pressure changes with time, and the display content of the display unit 50 changes accordingly. On the other hand, drive wheel side linear valve 3
8 or when the hydraulic torque excessive abnormality occurs in which the brake oil should be cut off but the brake oil slightly leaks to the W / C 30 side, FIG. 9 (during slow braking) or FIG. (When braking),
LE belonging to the hydraulic pressure display unit 54 when it should not be lit
Since D is lit, the vehicle operator or the like can detect this abnormality. On the other hand, when the hydraulic torque under-abnormality occurs, as shown in FIG. 11 (during slow braking) or FIG. 12 (during hard braking), when more LEDs are supposed to light up, it belongs to the hydraulic pressure display section 54. Since only a small number of LEDs are turned on, a vehicle operator or the like can detect this abnormality.
Since detection of such an abnormality is based on visual notification, it is easy for the vehicle operator. Further, as is apparent from the difference between FIGS. 9 to 12, the vehicle operator can detect an abnormal mode. In addition, even if the deterioration of the braking feeling is not noticeable, the vehicle operator can detect the abnormality, so that the vehicle operator can be prompted to replace the parts at an early stage, and the good braking feeling can always be maintained. become.

FIG. 13 shows the contents of the processing executed in step 122 to realize the display described above. In this routine, the regenerative ECU 26 first sets the detected value of the W / C pressure on the drive wheel side, that is, the hydraulic torque input in step 102 to the L value on the hydraulic pressure display unit 54.
It is converted into the number of ED lighting (126). For example, if the detected value of the hydraulic torque is 50% of the maximum value, it is determined that two or three of the five LEDs should be turned on. Regenerative ECU 2
6 then determines whether a slip is detected by the ABS ECU 42, that is, the ABS actuator 36.
Is active (128). ABS
When it is determined that the actuator 36 is not operating, the regenerative ECU 26 determines in step 102 that the ECU ECU
The regenerative torque value input from 16 is converted into the number of LED lights on the regenerative display unit 56 (130). For example, if the regenerative torque value is equal to the maximum regenerative torque, it is determined that all five LEDs are turned on. Instead of the regenerative torque value of the EVECU 16, a battery charging current value from the junction box 46 that similarly represents the regenerative torque value may be used. In step 128, the ABS actuator 36
Is determined to be operating, the regenerative ECU 26 prohibits the regenerative braking.
The number of D lights is set to 0 (132).

The regenerative ECU 26 has the LEDs of the hydraulic pressure display section 54 and the regenerative display section 56 respectively determined in this way.
The display control signal is generated based on the number of lights, and the drive circuit 5
2 (134). The display control signal is, for example, as shown in FIG.
Is a 1-bit digital signal with one cycle equal to 4.2 msec during non-braking (see FIG. 14A). In the example shown in FIG. 14, in the one cycle of the display control signal, the previous 2 msec is the hydraulic lighting cycle and the subsequent 2.2 ms.
ec is used as a regenerative lighting cycle. FIG.
As shown in (b), at the time of braking, during the time when the display control signal has the H value in the hydraulic lighting cycle, the number of LEDs to be lit in the hydraulic display section 54 is set to the LED lighting number, and in the regenerative lighting cycle, the display control signal is set to L. The time having the value is used for instructing the number of LEDs to be turned on in the regenerative display section 56, respectively. For example, the time during which the display control signal has the H value in the hydraulic lighting cycle is 0.2 msec.
If so, one LED of the oil pressure display 54, 0.4 mse
If it is c, it is used such as two, ... As described above, in the present embodiment, the number of LEDs to be turned on for both the hydraulic pressure display unit 54 and the regenerative display unit 56 is controlled by a single display control signal. The regenerative lighting cycle is longer than the hydraulic lighting cycle by 0.2 msec in order to secure a time for executing a reset operation described later.

The regenerative ECU 26 obtains the difference between the command value and the detected value regarding both the hydraulic pressure and the regenerative operation in parallel with the output of the display control signal (138). That is, the regenerative ECU 26 subtracts the regenerative torque command value calculated in step 114 from the required braking torque value calculated in step 110, that is, the hydraulic torque command value and the hydraulic torque value given by W / C pressure or the like. And the regenerative torque command value calculated in step 114 and the EVEC
The difference from the regenerative torque value input from U16 is calculated. Next, the regenerative ECU 26 determines whether or not a predetermined alarm condition is satisfied (140), and when the predetermined alarm condition is satisfied, lights the alarm display portion 58 (142). As the alarm condition, in addition to the condition that the regenerative torque command value is restricted in step 112, the absolute value of one of the two types of differences calculated in step 138 exceeds the threshold value. Can be used. That is, in the present embodiment, when there is a constraint on the regenerative torque command value (for example, when the battery 10 is approaching overcharge and VB is high), or when the difference between the detected value of the regenerative or hydraulic torque and the command value is large. When a constraint is imposed on the regenerative torque by the EVECU 16 or a remarkable abnormality occurs in the linear valve 38 or the like, the vehicle operator can be warned. Further, the display mode of the alarm display section 58 can inform the operator of which alarm condition is satisfied (for example, VB restriction, SOC restriction, hydraulic torque excess, etc.). After that, the operation of the regenerative ECU 26 shifts to step 120. Instead of the display, an alarm due to sound or vibration may be adopted.

FIG. 15 shows an example configuration of the drive circuit 52 in this embodiment. Although a circuit used for driving the alarm display unit 58 is omitted in this figure, those skilled in the art can manufacture such a circuit from the above disclosure. Further, in the following description, the display control signal having the content shown in FIG. 14 is premised, but the modification of the display control signal and the modification of the drive circuit 52 corresponding thereto can be performed by those skilled in the art based on the above disclosure. it can.

Of the components shown in this figure, the hydraulic decode counter 60 is means for detecting the length of the H value period in the hydraulic lighting cycle by counting the clock, and the regenerative decode counter 62 is the regenerative lighting cycle. It is a means for detecting the length of the middle L value period by counting clocks. As shown in FIG. 14, H during the hydraulic lighting cycle
The length of the value period gives the number of lit LEDs belonging to the hydraulic display unit 54, and the length of the L value period in the regenerative lighting cycle gives the number of lit LEDs belonging to the regenerative display unit 56. The LED drive circuit 64 includes a hydraulic decode counter 6
0 and the output of the decoding counter 62 for regeneration, the hydraulic pressure display unit 5 is turned on in order to light in the manner shown in FIG.
4 and the LEDs belonging to the regenerative display section 56 are driven. Hydraulic decode counter 60 and regenerative decode counter 6
The clock counted by 2 is the clock oscillation circuit 66.
From the clock input gate 68. Since the clock of 5 kHz is used as the clock here, the clock oscillation circuit 66 divides the crystal oscillator 70 of 4 MHz and the oscillation output thereof by 800.
2 can be configured.

The clock input gate 68 and the counter start circuit 74 in the preceding stage are provided with a display control signal input circuit 76.
The clock supply to the hydraulic decode counter 60 and the regenerative decode counter 62 is permitted / prohibited based on the display control signal logically inverted in. Further, the reset circuit 78 resets / starts the counter start circuit 74 in response to power-on or the end of the regenerative lighting cycle, that is, the end of one cycle of the display control signal. The end of the regenerative lighting cycle is detected by the carry output of the regenerative decode counter 62. Counter switching circuit 80
Controls which of the hydraulic decode counter 60 and the regenerative decode counter 62 performs counting based on the display control signal logically inverted by the display control signal input circuit 76. This control is realized by supplying a clear signal to the hydraulic decode counter 60 and the regenerative decode counter 62. Counter switching circuit 80
Is also reset by the reset circuit 78. Further, the lighting time control circuit 82, when the display control signal and the clear signal of the regeneration decoding counter 62 are both at the H value at the same time (that is, the H value period of the hydraulic lighting cycle), the logically inverted display control signal and the hydraulic pressure. When the clear signals of the decode decoder 60 for H are simultaneously at the H value (that is, the L value period of the regenerative lighting cycle), the lighting time control transistor 84 is turned on, and the LEDs belonging to the hydraulic pressure display section 54 and the regenerative display section 56 are turned on. Is allowed to be energized. In the present embodiment, by controlling the clock supply to the hydraulic decode counter 60 and the regenerative decode counter 62, switching the counter that performs counting, and controlling the lighting time,
The display mode shown in FIG. 6 and the like is realized by the display control signal shown in FIG.

(3) Second Embodiment FIG. 16 shows a regenerative ECU according to the second embodiment of the present invention.
Of the 26 operations, the flow of step 122 relating to display output is shown. However, in this figure, only the difference from the flow in the first embodiment shown in FIG. 13 is shown.

In this embodiment, instead of step 132, the LEDs in the regenerative display section 54 and the hydraulic pressure display section 56 are replaced.
Step 136 of setting the number of lights to 0 is executed. In this way, by turning off the display by the regeneration display unit 54 and the hydraulic pressure display unit 56 while the ABS actuator 36 is operating, the same advantages as those of the above-described first embodiment can be enjoyed.

(4) Third Embodiment FIG. 17 shows a display unit 50 according to a third embodiment of the present invention.
Is shown. In this embodiment, a command display unit 86, an actual output display unit 88 and an alarm display unit 58 are provided on the surface panel of the display device 50. The command display unit 86 includes a hydraulic pressure display unit 90 and a regeneration display unit 92, and the actual output display unit 88 includes a hydraulic pressure display unit 94 and a regeneration display unit 96.
I have each. The positional relationship between the hydraulic pressure display section 90 or 94 and the regenerative display section 92 or 96 is the same as the relationship between the hydraulic pressure display section 54 and the regenerative display section 56 in the first or second embodiment, and each of the display sections 90 to 96 is any one of them. Also 5 LEs
D. Further, in this embodiment as well, the LEDs belonging to the hydraulic pressure display sections 90 and 94 are red LEDs, and the LEDs belonging to the regenerative display sections 92 and 96 are green LEDs, so that the colors of the hydraulic pressure display and the regenerative display are different.

FIG. 18 shows the regeneration E in this embodiment.
Of the operations of the CU 26, step 122 relating to display output
The content of is shown. However, in this figure, only the part different from the procedure shown in FIG. 13 is shown.

In this embodiment, step 126.
Instead of step 126A, step 130 instead of step 130A, step 132 instead of step 132
A or 136 is executed respectively. Step 126
In A, the regenerative ECU 26 converts the W / C pressure input in step 102 into the number of lit LEDs belonging to the hydraulic pressure display unit 94, and the M / input in step 102.
The value obtained by subtracting the regenerative torque command value from the C pressure is the hydraulic pressure display unit 90.
Converted to the number of lit LEDs belonging to. Step 130
In A, the regenerative ECU 26 displays the regenerative torque value input in step 102 in the LED belonging to the regenerative display section 96.
Is converted into the number of lights, and the regenerative torque command value calculated in step 112 belongs to the regenerative display unit 92.
Convert to the number of D lights. In step 132A, the number of lit LEDs belonging to the regenerative display sections 92 and 96 is set to zero. Step 13 instead of step 132A
6 may be executed.

As described above, in this embodiment, the first
In addition to the actual output (detected value) of the hydraulic torque and the regenerative torque displayed in the second embodiment, the command value is also displayed in the same form. Therefore, the vehicle operator can know how much the hydraulic torque and the regenerative torque that are actually operating differ from the command value by looking at the front panel of the display 50. The effect of alerting in the first and second embodiments can be further enhanced. When controlling the display by the command display unit 86 and the actual output display unit 88, the display control signals of the format shown in FIG. 14 may be generated for each, and the command display unit 86 and the actual output display unit may be generated. In order to drive the LEDs belonging to 88, the circuit shown in FIG. 15 may be provided for both the command display unit 86 and the actual output display unit 88.

(5) Fourth Embodiment FIG. 19 shows a display 50 according to the fourth embodiment of the present invention.
The arrangement, particularly, the arrangement and display mode of the display member on the surface panel are shown. In this embodiment, a front wheel display portion 98 and a rear wheel display portion 99 are provided on the front panel of the display 50. The front wheel display unit 98 has a left front wheel display unit 101 and a right front wheel display unit 103, and the rear wheel display unit 99 has a left rear wheel display unit 105 and a right rear wheel display unit 107.
have. Each display unit 101, 103, 105 and 1
Reference numeral 07 has a function of displaying the total braking torque acting on the brake rotor 32 associated with the corresponding wheel as a bar. This bar is configured by a hydraulic bar 109 indicating a hydraulic torque value and a regenerative bar 111 indicating a regenerative torque value. When this embodiment is applied to a front-wheel drive vehicle,
As shown in this figure, the regenerative bar 111 appears only in the front wheel display portion 98. Even with such a display method, the same effects as those of the above-described first to third embodiments can be obtained. Furthermore, in the present embodiment, the vehicle operator can know the front and rear wheel braking force distribution and the left and right wheel braking force distribution, and therefore can know whether or not there is an abnormality in the braking system or the like for each wheel. This effect is particularly remarkable when the present embodiment is applied to a system configuration in which the motor 14 is provided for each wheel as shown in FIG.

When the present embodiment is applied to the system configuration shown in FIG. 20, the ideal distribution of the braking torque between the front and rear wheels is shown in FIG. 21 depending on the loaded weight of the vehicle (number of passengers, etc.).
It is preferable to calculate the required braking torque by the method as shown in FIG. 22 in consideration of the change as shown in FIG. FIG. 22 shows a procedure executed in place of step 110 in the first embodiment etc. of the control procedure executed by the regenerative ECU 26. In this control procedure, first, the loaded weight sensor 11 shown in FIG.
The wheel load of each wheel is detected by 3 and input to the regenerative ECU 26 (144). This wheel load represents the weight of the personnel and cargo loaded on the vehicle. Instead of the load weight sensor 113, an operation panel may be provided so that the vehicle operator can input the number of passengers and the like, or a sensor for detecting the seating of the user may be provided on each seat. After the loaded weight is input in this manner, the regenerative ECU 26 calculates the braking torque distribution between the front and rear wheels according to the ideal braking torque distribution shown in FIG. 21 using the input loaded weight as a parameter (146), The braking torque distributed to the front and rear wheels is distributed to the left and right wheels according to the turning situation of the vehicle (1
48) Calculate the required braking torque for each wheel by adjusting the braking torque distributed to each of the four wheels (15)
0). With such a procedure, the configuration obtained by applying the display method shown in FIG. 19 to the system configuration shown in FIG.
Can be realized.

(6) Fifth to Eighth Embodiments FIG. 23A shows the structure of a display device 50 according to the fifth embodiment of the present invention, particularly the bar display portion 115 provided on the display panel. The configuration is shown. Bar display 1
Reference numeral 15 has a function of displaying the total braking torque as a bar, and the bar displayed is the hydraulic bar 10 as in the fourth embodiment.
9 and a regeneration bar 111. Also in this embodiment, the same effect as that of the first embodiment and the like can be obtained. That is, the vehicle operator can know the braking torque that is currently acting on the total length of the hydraulic bar 109 and the regenerative bar 111, and FIG.
As is clear from the comparison of 3 (b), the ratio of the hydraulic bar 109 and the regenerative bar 111 in the displayed bar can be immediately seen, and therefore, the regenerative power receiving capacity of the battery 10 at present can be determined. You can know the information intuitively. Further, in this embodiment, the bar display is adopted instead of the LED lighting display as in the above-described first embodiment and the like, so that the hydraulic torque value and the regenerative torque can be obtained with higher resolution than in the first embodiment and the like. The value and the ratio of the two can be known to the vehicle operator.

FIG. 24 (a) shows the structure of the display device 50 according to the sixth embodiment of the present invention, particularly the display mode on the display panel. In this embodiment, a semi-circle display unit 117 is provided which displays the braking torque that is actually acting by means of a sector sector. The displayed sector is composed of a hydraulic sector 119 showing a hydraulic torque value and a regenerative sector 121 showing a regenerative torque value. Also in this embodiment, the total braking torque can be known from the area of the displayed sector, and as is clear from the comparison between FIG. 24 (a) and FIG. 24 (b), the hydraulic torque value and the regenerative torque value can be compared. The vehicle operator can intuitively know the change in the ratio.

FIG. 25 (a) shows the structure of the display device 50 according to the seventh embodiment of the present invention, particularly the structure of the meter 123 provided on the display panel thereof. This meter 123 has a total pointer 125 that indicates the total braking torque.
And a regenerative indicator 127 indicating a regenerative torque value.
The total pointer 125 and the regenerative pointer 127 swing in the same direction and on the same scale. Therefore, as shown in FIG. 25 (a), the vehicle operator determines the total braking torque value by the deflection angle of the total pointer 125, the regenerative torque value by the deflection angle of the regenerative pointer 127, and the total pointer 125 of the total pointer 125. The hydraulic torque value can be known from the difference between the swing angle and the swing angle of the regenerative pointer 127. In addition, FIG.
As is clear from the comparison in (b), the vehicle operator can intuitively know the ratio between the regenerative torque value and the hydraulic torque value.

FIG. 26 (a) shows the structure of the display device 50 according to the eighth embodiment of the present invention, particularly the structure of the meter 129 thereof. The meter 129 has a hydraulic pointer 13 indicating a hydraulic torque value in addition to the regenerative pointer 127 indicating a regenerative torque value.
1 is provided. The regenerative indicator 127 swings upward with respect to the origin at the left end in the figure, and the hydraulic pointer 131 swings downward.
Therefore, the vehicle operator sums the regenerative torque value from the deflection angle of the regenerative pointer 127, the hydraulic torque value from the deflection angle of the hydraulic pointer 131, and the sum of the deflection angle of the regenerative pointer 127 and the deflection angle of the hydraulic pointer 131. The braking torque value can be known respectively. 26 (a) and FIG.
As is clear from the comparison in (b), the vehicle operator can also know the ratio between the regenerative torque value and the hydraulic torque value.

The fifth to eighth embodiments are the same as the second embodiment described above.
~ It can be combined with any of the fourth embodiments.
That is, the display forms shown in FIGS. 23 to 26 can be applied to the display of the command value, and can also be used to display the braking force distribution between the front and rear wheels and between the left and right wheels. Such modifications can be easily made by those skilled in the art based on the disclosure of the present application.

[0044]

According to the first configuration of the present invention, the values of the fluid pressure braking force and the regenerative braking force are detected directly or indirectly, and the both values and the ratio thereof are informed. It is possible to realize the effect of improving the energy efficiency due to regenerative braking, and it is also possible to determine whether or not there is an abnormality in both the regenerative and fluid pressure braking systems, or the degree thereof. Therefore, it becomes possible to call attention to the condition of the vehicle, so that the vehicle operator or the like can perform a pre-fault inspection of each part of the vehicle and a component (for example, a battery).
Exchange etc. can be performed early. This leads to improved fuel economy and longer component life.

According to the second configuration of the present invention, the control target values of the fluid pressure braking force and the regenerative braking force and the ratio thereof can be compared with the detected values of the fluid pressure braking force and the regenerative braking force and the ratio thereof. Since the notification is made in accordance with (3), it becomes easy for a user who receives the notification, such as a vehicle operator, to know whether or not there is an abnormality in each of the regenerative braking system and the fluid pressure braking system, or the extent of the abnormality. This further enhances the usability of the function according to the present invention.

[0046]

[Addendum] The present invention can be understood as the following configurations.

(1) In the braking force notification device according to the third aspect of the present invention, means for directly or indirectly detecting the fluid pressure braking force and the regenerative braking force, and the detected value of the fluid pressure braking force and the regenerative braking force and the detection value thereof. And means for informing the ratio. According to this configuration, it is possible to provide the braking force notification device that can be used in the first configuration.

(2) In the braking force notification device according to the fourth configuration of the present invention, in the third configuration, the control target values of the fluid pressure braking force and the regenerative braking force and their ratios are used as the fluid pressure braking force and the regenerative braking force. It is characterized by comprising means for notifying in a manner comparable to the detected value and the ratio thereof. According to this configuration, it is possible to provide the braking force notification device that can be used in the second configuration.

(3) In the braking device abnormality notification method according to the fifth aspect of the present invention, the step of directly or indirectly detecting the values of the fluid pressure braking force and the regenerative braking force, and the detection of the fluid pressure braking force and the regenerative braking force. Reporting the value and its ratio,
It is characterized by having. According to this configuration, it is possible to provide a braking device abnormality notification method that can achieve the same effects as the first or third configuration.

(4) In the braking device abnormality notification method according to the sixth configuration of the present invention, in the fifth configuration, the control target values of the fluid pressure braking force and the regenerative braking force and their ratios are set to the fluid pressure braking force and the regenerative braking control. It is characterized by including a step of notifying in a manner comparable to the detected value of power and the ratio thereof. According to this configuration, it is possible to provide a braking device abnormality notification method that can achieve the same effects as the second or fourth configuration.

(5) In the seventh configuration of the present invention, in the first to sixth configurations, the number of light emitting elements corresponding to the detected values of the fluid pressure braking force and the regenerative braking force and / or the control target value, respectively. By turning on, the rough value and the rough ratio of each person are visually displayed. According to this configuration, information sufficient for determining whether or not a significant abnormality has occurred in the braking device is provided to a vehicle operator or the like in a simple circuit or procedure and in a visually recognizable form. It becomes possible to give. In particular, when both the detected value and the control target value are to be displayed, it becomes possible to make this judgment in comparison between the detected value and the control target value.
The judgment becomes more accurate and easier.

(6) In the eighth structure of the present invention, in the first to sixth structures, a bar having a length corresponding to each of the detected value of the fluid pressure braking force and the regenerative braking force and / or the control target value is provided. Alternatively, it is characterized in that the value and the ratio of each person are visually displayed by displaying a fan having an arc length. According to this configuration,
Like the seventh configuration, the advantage of the visual display can be enjoyed, and the information about the braking force can be provided to the vehicle operator or the like with higher resolution than the seventh configuration. Further, when both the detected value and the control target value are displayed, it becomes possible to make a judgment regarding the presence / absence of an abnormality in the braking device by comparing the detected value and the control target value, so that the judgment can be made more accurately. And easier.

(7) In the ninth configuration of the present invention, in the first to sixth configurations, a pointer is provided only at an angle corresponding to the detected value of the fluid pressure braking force and / or the regenerative braking force and / or the control target value. It is characterized in that the value and the ratio of each person are visually displayed by rotating. According to this configuration, the advantage of the visual display can be enjoyed similarly to the seventh configuration, and the information about the braking force can be provided to the vehicle operator or the like with a higher resolution than the seventh configuration. Further, when both the detected value and the control target value are displayed, it becomes possible to make a judgment regarding the presence / absence of an abnormality in the braking device by comparing the detected value and the control target value, so that the judgment can be made more accurately. And easier.

(8) In the tenth configuration of the present invention, in the seventh to ninth configurations, the detected value of the fluid pressure braking force and the regenerative braking force and / or the control target value and the ratio of each person are displayed.
A fluid pressure braking force display cycle of a predetermined length that gives a fluid pressure braking force detection value according to the duty, and a predetermined length regenerative braking force display cycle that gives a regenerative braking force detection value according to the duty, and / or a fluid pressure braking force control target value depending on the duty. The control is performed by using a display control signal including a fluid pressure braking force control target value display cycle of a predetermined length that gives a regenerative braking force control target value and a duty cycle of the fluid pressure braking force control target value display cycle. And According to this configuration, the detected value of the fluid pressure braking force, the detected value of the regenerative braking force, and the control target value can be displayed under the control of a single display control signal. Therefore, the device configuration and control procedure are simplified, and the cost is low. The device is obtained.

(9) In the eleventh configuration of the present invention, in the first to tenth configurations, the detected value of the fluid pressure braking force and the regenerative braking force and / or the control target value and the ratio of each person are set for each wheel. It is characterized by notifying to. According to this configuration, the vehicle operator or the like can know the braking torque distribution between the front and rear wheels and between the left and right wheels. This is particularly significant when applied to an electric vehicle in which drive control is performed for each wheel, such as a vehicle in which a motor for driving the vehicle is provided for each wheel.

[Brief description of the drawings]

1 is an E suitable for implementing each embodiment of the present invention.
It is a block diagram which shows the system configuration of V (electric vehicle).

FIG. 2 is a diagram showing an example of torque characteristics of a motor.

FIG. 3 is a diagram showing an example of braking force distribution with priority on regeneration.

FIG. 4 is a flowchart showing an example of a control procedure executed by a regenerative ECU suitable for each embodiment of the present invention.

FIG. 5 is a diagram showing an appearance of a display device according to the first embodiment of the present invention.

FIG. 6 is a timing chart showing a change in the regenerative / hydraulic braking force distribution due to the progress of braking and a change in the display due to the change in the braking force distribution.

FIG. 7 is a timing chart showing a change in the regenerative / pressure braking force distribution at the time of gentle braking and a change in the display due to this change, particularly when an abnormality does not occur in the braking system.

FIG. 8 is a timing chart showing a change in the braking force distribution between the regenerative pressure and the hydraulic pressure during sudden braking and a change in the display due to this change, particularly when there is no abnormality in the braking system.

FIG. 9 is a timing chart showing a change in braking force distribution between regenerative pressure and hydraulic pressure during gentle braking, and a change in display due to this change, particularly when an excessive hydraulic pressure abnormality occurs in the braking system.

FIG. 10 is a timing chart showing a change in the distribution of braking force between regenerative pressure and hydraulic pressure during sudden braking, and a change in display due to this change, particularly when an abnormality of excessive hydraulic pressure occurs in the braking system.

FIG. 11 is a timing chart showing changes in the distribution of braking force between regenerative pressure and hydraulic pressure during gentle braking, and changes in the display due to this change, particularly when the hydraulic pressure is abnormally low in the braking system.

FIG. 12 is a timing chart showing a change in distribution of braking force between regenerative pressure and hydraulic pressure during sudden braking and a change in display due to this change, particularly when an abnormality of insufficient hydraulic pressure occurs in a braking system.

FIG. 13 is a flowchart showing a procedure related to display output in the operation of the regenerative ECU in the present embodiment.

FIG. 14 is a diagram showing the content of a display control signal supplied to the drive circuit of the display device in the present embodiment, and particularly FIG.
FIG. 4 (a) is a timing chart showing the contents at the time of non-braking, and FIG. 14 (b) at the time of braking.

FIG. 15 is a circuit diagram showing a configuration of a drive circuit for a display according to the present embodiment.

FIG. 16 is a regenerative ECU according to a sixth embodiment of the present invention.
3 is a flowchart showing a main part of a control procedure related to display output in the operation of FIG.

FIG. 17 is a diagram showing an appearance of a display device according to a third embodiment of the present invention.

FIG. 18 is a flowchart showing a main part of a control procedure related to display output in the operation of the regenerative ECU in the present embodiment.

FIG. 19 is a plan view showing a configuration of a display device according to a fourth embodiment of the present invention, particularly a display mode on the display panel.

FIG. 20 is a block diagram showing a main configuration of an EV suitable for applying the present embodiment.

FIG. 21 is a diagram showing changes in braking torque distribution between front and rear wheels depending on the number of passengers (loaded weight).

FIG. 22 is a flowchart showing a required braking torque determination procedure in this embodiment.

FIG. 23 is a diagram showing a configuration of a display device according to a fifth embodiment of the present invention, particularly a display mode on a display panel thereof. FIG. 23 (a) shows a ratio of a regenerative torque value to a regenerative braking torque value is relatively large. FIG. 23B is a diagram showing a large case and FIG. 23B is a comparatively small case.

FIG. 24 is a diagram showing a configuration of a display device according to a sixth embodiment of the present invention, in particular, a display mode on the display panel, and FIG. 24 (a) shows a ratio of the regenerative torque value to the regenerative braking torque value relatively. FIG. 24B is a diagram showing a large case and FIG. 24B is a comparatively small case.

FIG. 25 is a diagram showing a configuration of a display device according to a seventh embodiment of the present invention, particularly a display mode on the display panel, and FIG. 25 (a) shows a ratio of the regenerative torque value to the regenerative braking torque value is relatively large. FIG. 24B is a diagram showing a large case and FIG. 24B is a comparatively small case.

FIG. 26 is a diagram showing a configuration of a display device according to an eighth embodiment of the present invention, particularly a display mode on the display panel, and FIG. 26 (a) shows a ratio of the regenerative torque value to the regenerative braking torque value is relatively large. FIG. 26B is a diagram showing a large case and FIG. 26B is a comparatively small case.

[Explanation of symbols]

10 battery, 12 inverter, 14 motor, 1
6 EV ECU, 20 brake pedal, 22 master cylinder, 24 regeneration ECU, 28 M / C sensor, 30
Wheel cylinder, 32 brake rotor, 38 linear valve, 40 W / C sensor, 50 indicator, 52
Drive circuit, 54, 90, 94 Oil pressure display, 56, 9
2,96 regeneration display, 58 alarm display, 60
Hydraulic decode counter, 62 regeneration decode counter, 64 LED drive circuit, 66 clock oscillation circuit,
68 clock input gate, 74 counter start circuit, 76 display control signal input circuit, 78 reset circuit, 80 counter switching circuit, 82 lighting time control circuit, 84 lighting time control transistor, 86 command display section, 88 actual output display section, 98 front wheel display, 99
Rear wheel display unit, 101 left front wheel display unit, 103 right front wheel display unit, 105 left rear wheel display unit, 107 right rear wheel display unit, 1
09 hydraulic bar, 111 regeneration bar, 113 load weight sensor, 115 bar display, 117 semi-circle display, 1
19 hydraulic sector, 121 regenerative sector, 123, 12
9 meters, 125 total pointers, 127 regeneration indicators, 1
31 Hydraulic pressure pointer.

Claims (2)

[Claims] 1. An electric vehicle comprising: a unit that applies a fluid pressure braking force to a wheel; a unit that applies a regenerative braking force to a wheel; and a unit that controls the fluid pressure braking force and the regenerative braking force according to a required braking force. 2. An electric vehicle comprising: a means for detecting the values of the fluid pressure braking force and the regenerative braking force; and a means for notifying the detected values of the fluid pressure braking force and the regenerative braking force and the ratio thereof. 2. The electric vehicle according to claim 1, wherein the control target values of the fluid pressure braking force and the regenerative braking force and the ratio thereof are notified in a manner that can be compared with the detected values of the fluid pressure braking force and the regenerative braking force and the ratio thereof. An electric vehicle comprising means for performing.