WO2014038699A1 - Vehicle braking-control device - Google Patents
Vehicle braking-control device Download PDFInfo
- Publication number
- WO2014038699A1 WO2014038699A1 PCT/JP2013/074273 JP2013074273W WO2014038699A1 WO 2014038699 A1 WO2014038699 A1 WO 2014038699A1 JP 2013074273 W JP2013074273 W JP 2013074273W WO 2014038699 A1 WO2014038699 A1 WO 2014038699A1
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- WIPO (PCT)
- Prior art keywords
- braking
- control
- wheel
- vehicle
- electric motor
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17616—Microprocessor-based systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
- B60T2240/06—Wheel load; Wheel lift
Definitions
- the present invention relates to a vehicle braking control device.
- ABS control In the anti-skid control (also referred to as ABS control) that individually adjusts the brake fluid pressure of the wheels that are opposite to the left and right in Patent Document 1, for the purpose of preventing the left and right wheels from falling into a deep locked state at the same time, “ABS control threshold is set for each of the left and right wheels, and when ABS control is started for only one of the left and right wheels, the slip ratio of the target wheel is reduced for the other wheel.” It is described. As an effect of this, “when the control of the brake fluid pressure on one wheel is started, the control of the brake fluid pressure is started before the lock tendency set in advance as the control start condition is determined on the other wheel. Even if one of the wheels falls into a relatively deep locked state with the start of ABS control, both wheels do not fall into the deep locked state at the same time, and the running stability of the vehicle is ensured. Is described.
- Patent Document 2 discloses a vehicular brake device that performs an electrically braking operation by changing an energization amount to an actuator (electric motor) for generating a braking force in accordance with a depression state of a brake pedal.
- ⁇ Calculate the command current according to the depression state of the brake pedal, add a positive sign compensation current to the command current at the rise of the command current, and before the transition to the steady state after the command current falls It is described that the compensation current with a negative sign is added and the brake driving actuator is driven based on the command current with the compensation current added.
- the time delay of the braking torque due to the moment of inertia, damping loss, and friction loss of the actuator for driving the brake can be eliminated, and the overshoot caused by these can be reduced”.
- the upper diagram of FIG. 16 shows an example of the time series change of the operation amount Bpa of the braking operation member (brake pedal) by the driver and the target value Fbu and the actual value Fba of the pressing force of the friction member (brake pad). ing.
- the lower diagram of FIG. 16 shows a target value Imt of the energization amount to the electric motor in this example.
- the driver suddenly started the braking operation member at time t0.
- the target value Imt of the energization amount is “a compensation current having a positive sign is added to the value corresponding to the depression” between the time points t1 and t2.
- Inertia compensation control calculated to “value” is executed.
- the actual value Fba is rapidly increased following the target value Fbu of the pressing force.
- the wheel slip increased and slip suppression control was started. That is, after the time point t3, in order to suppress excessive wheel slip, the pressing force target value Fbu is rapidly decreased.
- the present invention has been made to cope with the above-described problem, and an object of the present invention is to provide a vehicle that generates a braking torque by an electric motor with respect to an electric braking wheel that is a part or all of four wheels of the vehicle.
- Brake control device when starting execution of slip suppression control such as anti-skid control for electric braking wheel, slip of electric braking wheel becomes excessive due to the influence of inertia (inertia moment, inertial mass) of electric motor It is in providing what can be suppressed.
- a first braking control device for a vehicle provides a braking torque to an electric braking wheel (WH [**]) which is a part or all of four wheels of a vehicle, and an electric motor (MTR).
- Electric braking means (BRK) generated via the wheel
- wheel speed obtaining means (VWA) for obtaining the speed (Vwa [**]) of the four wheels (WH [**]) of the vehicle
- SLP Slip state quantity calculating means
- SLP for calculating a slip state quantity (Slp [**]) representing the slip degree of the four wheels of the vehicle based on the speed (Vwa [**]) of the vehicle, and the electric braking Based on the wheel slip state amount (Slp [**]), a target energization amount (Imt) of the electric motor (MTR) is calculated in order to execute slip suppression control that suppresses slipping of the electric braking wheel;
- the electric braking vehicle based on the target energization amount (Imt) For comprises, between the control the
- the first braking control device is characterized in that the control means (CTL) is a slip state quantity (Slp [**]) of the first wheel (WH [**]) which is one of the four wheels.
- CTL control means
- Slp [**] slip state quantity of the first wheel (WH [**]) which is one of the four wheels.
- Imt target energization amount
- MTR electric motor
- Imt adjusted target energization amount
- a target energization amount (Imt) of the electric motor (MTR) is set to a preset energization limit corresponding to the deceleration direction of the electric motor. Control to change stepwise to the value (imm) is executed. Thereby, a large torque in the deceleration direction acts on the electric motor, and the electric motor is suddenly decelerated and stopped.
- the energization limit value (imm) may be determined based on the maximum value of current that can be energized to at least one of the electric motor (MTR) and the drive circuit (DRV) of the electric motor. .
- the sudden stop control of the electric motor for adjusting the braking torque of the electric braking wheel is started and executed based on the slip state amount of the first wheel. Therefore, when the driver suddenly operates the braking operation member, the sudden stop control causes the electric braking wheel to rotate at a high speed in a direction that rapidly increases the braking torque (pushing force) due to the sudden operation. The rotating motion of the electric motor can be decelerated and stopped early. As a result, even when the slip suppression control of the electric braking wheel is started immediately after that, the electric motor can be immediately rotated in the reverse direction to immediately reduce the braking torque (pushing force) of the electric braking wheel. As a result, excessive slip of the electric braking wheel can be reliably suppressed.
- the second braking control device for a vehicle according to the present invention is different from the first braking control device only in the sudden stop control.
- the target energization amount (Imt) is set to zero and the terminal of the electric motor (MTR) is set.
- Control for short-circuiting between Ts-Tb and between Tu-Tv-Tw is executed.
- the short circuit between the terminals can be executed by switching means (S1 to S4, Z1 to Z6) constituting the driving means (DRV) of the electric motor.
- a so-called dynamic brake also referred to as Dynamic Brake, also referred to as a power generation brake
- the electric motor is suddenly decelerated and stopped.
- the second braking control device the same operations and effects as those of the first braking control device can be achieved.
- a third braking control device for a vehicle includes an operation amount acquisition means (BPA) for acquiring an operation amount (Bpa) of a braking operation member (BP) by a vehicle driver, and among four wheels of the vehicle Electric braking means (BRK) for generating a braking torque for an electric braking wheel (WH [**]) that is a part or all of the electric braking wheel (WH [**]) via an electric motor (MTR), and four wheels (WH [ **]) wheel speed acquisition means (VWA) for acquiring the speed (Vwa [**]) and the four wheel slips of the vehicle based on the four wheel speeds (Vwa [**]).
- BPA operation amount acquisition means
- Bpa operation amount of a braking operation member
- BRK vehicle Electric braking means
- MTR electric motor
- VWA wheel speed acquisition means
- a slip state amount calculating means for calculating a slip state amount (Slp [**]) representing the degree, and a target energization amount (Imt) of the electric motor (MTR) for the electric braking wheel is set to the operation amount (Bpa).
- a target energization amount (Imt Slip suppression control that controls the electric motor (MTR) for the electric braking wheel based on the slip and suppresses the slip of the electric braking wheel based on the slip state quantity (Slp [**]) of the electric braking wheel
- CTL Control means for reducing (pushing force).
- control means determines whether or not to execute inertia compensation control for compensating for the influence of inertia of the electric braking means (BRK) for the electric braking wheel based on the operation amount (Bpa). If it is determined that the inertia compensation control is to be executed (Ijt> 0 or FLj ⁇ 1), the target energization amount (Imt) of the electric motor is increased from a value corresponding to the operation amount (Bpa). It is comprised so that inertia compensation control may be performed.
- the third braking control device is characterized in that the control means (CTL) is the slip state amount (Slp [**]) of the first wheel (WH [**]) which is one of the four wheels.
- CTL control means
- the control means (CTL) is the slip state amount (Slp [**]) of the first wheel (WH [**]) which is one of the four wheels.
- Imt target energization amount
- MTR electric motor
- the electric motor (MTR) is controlled for the electric braking wheel based on the adjusted target energization amount (Imt), and the inertia compensation control is being executed for the electric braking wheel.
- the inertia compensation control is stopped and only the sudden stop control is executed.
- the start of the sudden stop control can be determined on the condition that the inertia compensation control is being executed.
- the start of the sudden stop control can be determined on the condition that the slip suppression control of the electric braking wheel is not executed.
- control executed by the first braking control device or the second braking control device is employed.
- the third braking control device when the start of the sudden stop control is determined during the execution of the inertia compensation control, the inertia compensation control is stopped and only the sudden stop control is performed. Executed. In other words, in the typical scene described above, the inertia compensation control is stopped and only the sudden stop control is executed.
- the inertia compensation control is a control in a direction that prompts the “rotational motion in the direction of increasing the braking torque of the electric braking wheel” of the electric motor. Therefore, according to this configuration, the rotational motion of the electric motor (in the direction of increasing the braking torque of the electric braking wheel) can be decelerated and stopped earlier than when the inertia compensation control is continued. .
- the first wheel and the electric braking wheel may be different or the same.
- a “wheel having the largest slip degree represented by the slip state amount of the wheel” may be selected.
- the sudden stop control can be started earlier. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the electric system wheel (due to the sudden operation of the braking operation member by the driver) is decelerated earlier. ⁇ Can be stopped.
- the sudden stop control may be started on the condition that the slip suppression control of the electric braking wheel is not executed.
- the slip degree of the first wheel represented by the slip state quantity (Slp [**]) of the first wheel exceeds the first degree (vsq1, dvq1), the sudden stop control is started. It can be configured to determine.
- the control means May be configured to adjust the target energization amount (Imt) of the electric motor (MTR) for the electric braking wheel to a value corresponding to the operation amount (Bpa).
- the control means determines whether or not to execute inertia compensation control for compensating the influence of the inertia of the electric braking means (BRK) for the electric braking wheel based on the operation amount (Bpa). If it is determined and execution of the inertia compensation control is determined (Ijt> 0 or FLj ⁇ 1), the target energization amount (Imt) of the electric motor is increased from a value corresponding to the operation amount (Bpa). It can be configured to execute inertia compensation control.
- the control means (CTL) stops the inertia compensation control and executes only the sudden stop control when it is determined that the sudden stop control is started during the execution of the inertia compensation control. Can be configured. Here, it may be configured to determine the start of the sudden stop control on condition that the inertia compensation control is being executed.
- the above configuration is a configuration obtained in consideration of such typical scenes.
- the inertia compensation control is a control in a direction that prompts the “rotational motion in the direction of increasing the braking torque of the electric braking wheel” of the electric motor.
- the inertia compensation control is stopped and only the sudden stop control is executed. Therefore, the rotational motion of the electric motor (in the direction of increasing the braking torque of the electric braking wheel) can be decelerated and stopped earlier than when the inertia compensation control is continued.
- the speed (dMk) of the electric motor is a first predetermined speed. It may be configured to start the sudden stop control on condition that it is equal to or greater than (dmk1). In this case, the rapid stop control may be terminated based on the fact that the speed (dMk) of the electric motor is less than a second predetermined speed (dmk2) smaller than the first predetermined speed (dmk1). .
- DMDk motor speed acquisition means
- dMk speed acquisition means
- the first braking control device includes hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via a braking hydraulic pressure, and It is assumed that the electric braking wheel provided with the electric braking means (BRK) is a rear wheel (WH [r *]) of the vehicle. In addition, when braking the vehicle, the ratio of the braking force generated on the front wheel to the vertical load acting on the front wheel is the ratio of the braking force generated on the rear wheel to the vertical load acting on the rear wheel. It is assumed that the braking torque applied to the electric braking wheel (rear wheel) is adjusted to be larger.
- control means is configured to determine the start of the sudden stop control based on a slip state quantity (Slp [f *]) of the front wheel as the first wheel. Is preferred.
- the braking load of the front wheels (the ratio of the braking force to the vertical load at the wheel, that is, the braking force generated on the wheel is divided by the vertical load acting on the wheel).
- the braking torque of the four wheels is set on the basis of the specifications and the like so that the value) is larger than the braking load of the rear wheels.
- the slip degree (slip degree) of the front wheels is larger than the slip degree of the rear wheels. Therefore, when the driver suddenly operates the braking operation member, the slip degree of the front wheels increases before the slip degree of the rear wheels.
- the sudden stop control of the electric motor for adjusting the braking torque of the rear wheel is started and executed based on the slip state amount of the front wheel. Therefore, compared with the case where the sudden stop control is started and executed based on the slip state amount of the rear wheel, the braking torque (pressing force) of the rear wheel is reduced (due to the sudden operation of the braking operation member by the driver). It is possible to decelerate and stop the rotary motion of the electric motor that is rotating at high speed in the direction of rapid increase at an earlier stage. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the braking torque (pushing force) of the rear wheel can be rapidly decreased by immediately rotating the electric motor in the reverse direction. As a result, excessive slip of the rear wheel can be reliably suppressed.
- the brake fluid pressure of the front wheel may be reduced in order to execute the slip suppression control of the front wheel that suppresses the slip of the front wheel.
- control means performs the sudden stop control when the front wheel slip degree represented by the front wheel slip state quantity (Slp [f *]) exceeds the first degree (vsq1, dvq1). And the slip degree of the front wheel represented by the slip state quantity (Slp [f *]) of the front wheel exceeds a second degree (vsb1, dvb1) greater than the first degree (vsq1, dvq1). It is preferable that the front wheel slip suppression control is started.
- the sudden stop control is performed at a stage before the front wheel slip suppression control is started, that is, at a stage where the slip degree of the front wheel slightly increases. Can be started.
- the slip degree of the rear wheels has not yet increased at this stage. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the rear wheels can be surely decelerated and stopped early. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the electric motor can be immediately rotated in the reverse direction, and excessive slip of the rear wheel can be more reliably suppressed. .
- the third braking control device includes hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via a braking hydraulic pressure, and It is assumed that the electric braking wheel provided with the electric braking means (BRK) is a rear wheel (WH [r *]) of the vehicle. In addition, “when braking the vehicle, the braking load applied to the front wheels is obtained by dividing the braking force applied to the front wheels by the vertical load acting on the front wheels. A configuration is assumed in which the braking torque applied to the electric braking wheel (rear wheel) is adjusted so as to be larger than the braking load of the rear wheel obtained by dividing by the vertical load acting on the rear wheel.
- control means is configured to determine the start of the sudden stop control based on a slip state quantity (Slp [f *]) of the front wheel as the first wheel. Is preferred.
- the braking load of the front wheels (the ratio of the braking force to the vertical load at the wheel, that is, the braking force generated on the wheel is divided by the vertical load acting on the wheel).
- the braking torque of the four wheels is set on the basis of the specifications and the like so that the value) is larger than the braking load of the rear wheels.
- the slip degree of the front wheel is larger than the slip degree of the rear wheel. Therefore, when the driver suddenly operates the braking operation member, the slip degree of the front wheels increases before the slip degree of the rear wheels.
- the sudden stop control of the electric motor for adjusting the braking torque of the rear wheel is started and executed based on the slip state amount of the front wheel. Therefore, compared with the case where the sudden stop control is started and executed based on the slip state amount of the rear wheel, the braking torque (pressing force) of the rear wheel is reduced (due to the sudden operation of the braking operation member by the driver). It is possible to decelerate and stop the rotary motion of the electric motor that is rotating at high speed in the direction of rapid increase at an earlier stage. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the braking torque (pushing force) of the rear wheel can be rapidly decreased by immediately rotating the electric motor in the reverse direction. As a result, excessive slip of the rear wheel can be reliably suppressed.
- the brake fluid pressure of the front wheel may be reduced in order to execute the slip suppression control of the front wheel that suppresses the slip of the front wheel.
- control means performs the sudden stop control when the front wheel slip degree represented by the front wheel slip state quantity (Slp [f *]) exceeds the first degree (vsq1, dvq1). And the slip degree of the front wheel represented by the slip state quantity (Slp [f *]) of the front wheel exceeds a second degree (vsb1, dvb1) greater than the first degree (vsq1, dvq1). It is preferable that the front wheel slip suppression control is started.
- the sudden stop control is performed at a stage before the front wheel slip suppression control is started, that is, at a stage where the slip degree of the front wheel slightly increases. Can be started.
- the slip degree of the rear wheels has not yet increased at this stage. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the rear wheels can be surely decelerated and stopped early. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the electric motor can be immediately rotated in the reverse direction, and excessive slip of the rear wheel can be more reliably suppressed. .
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a braking control device according to an embodiment of the present invention. It is a figure for demonstrating the structure of the braking means (brake actuator) of the wheel shown in FIG.
- FIG. 3 is a drive circuit diagram showing an example of drive means for the electric motor (brush motor) shown in FIG. 2.
- FIG. 3 is a drive circuit diagram showing an example of drive means for the electric motor (brushless motor) shown in FIG. 2.
- FIG. 6 is a functional block diagram for explaining a first embodiment of an inertia compensation control block shown in FIG. 5. It is a functional block diagram for demonstrating 2nd Embodiment of the inertia compensation control block shown in FIG.
- each wheel WH [**] of the vehicle is operated according to the operation of braking operation members (for example, brake pedals) BP and BP operated by the driver to decelerate the vehicle.
- An electronic brake unit (electric brake actuator) BRK which controls the braking torque to generate a braking force on the wheels
- an electronic control unit ECU for controlling the BRK
- a storage battery BAT as a power source for supplying electric power to the BRK, ECU, etc. It is installed.
- the vehicle includes a braking operation amount acquisition means (for example, a stroke sensor, a pedal force sensor, a master cylinder pressure sensor) BPA that detects the operation amount Bpa of the BP, and a steering that detects the operation angle Saa of the steering wheel SW by the driver.
- Angle detection means SAA, yaw rate detection means YRA for detecting the yaw rate Yra of the vehicle, longitudinal acceleration detection means GXA for detecting the longitudinal acceleration Gxa of the vehicle, lateral acceleration detection means GYA for detecting the lateral acceleration Gya of the vehicle, and each wheel WH Wheel speed detection means VWA for detecting the rotation speed (wheel speed) Vwa of [**] is provided.
- Each detected value can be obtained from another system (another electronic control unit) via a communication bus.
- the electric braking means BRK is provided with an electric motor MTR (not shown), and the braking torque of the wheel WH [**] is controlled by the MTR.
- the energizing amount detection for detecting the energizing amount (for example, current value) Ima of the pressing force detecting means (for example, axial force sensor) FBA, MTR for detecting the force Fba for the friction member MSB to press the rotating member KTB.
- Position detecting means for example, rotation angle sensor
- MKA for detecting the position (for example, rotation angle) Mka of the means (for example, current sensor) IMA, MTR is provided.
- the detection signals (Bpa and the like) of the various detection means described above are processed by a noise removal (reduction) filter (for example, a low-pass filter) and supplied to the ECU.
- a braking control calculation process according to the present invention is executed. That is, a control means CTL described later is programmed in the ECU, and a target energization amount (for example, target current value, target duty ratio) Imt [r *] for controlling the electric motor MTR is calculated based on Bpa or the like.
- arithmetic processing such as anti-skid control (ABS), traction control (TCS), and vehicle stabilization control (ESC) is executed based on Vwa [**], Yra, and the like.
- the electric braking means BRK includes a brake caliper CPR, a rotating member KTB, a friction member MSB, an electric motor MTR, a driving means (electric circuit for driving the MTR) DRV, a speed reducer GSK, a rotation / direct motion.
- the dynamic conversion mechanism HNK, the pressing force acquisition means FBA, the position detection means MKA, and the energization amount acquisition means IMA are configured.
- the wheel provided with the electric braking means BRK is referred to as “electric braking wheel”.
- the electric brake actuator BRK is provided with a known brake caliper CPR and a friction member (for example, a brake pad) MSB, similarly to a known braking device.
- a friction member for example, a brake pad
- MSB When the MSB is pressed against a known rotating member (for example, a brake rotor) KTB, a frictional force is generated, a braking torque is generated on the wheel WH [**], and a braking force is generated.
- the drive means (drive circuit for the electric motor MTR) DRV controls the energization amount (finally the current value) to the electric motor MTR based on the target energization amount (target value) Imt.
- a bridge circuit using a switching element a power transistor, for example, a MOS-FET
- the switching element is driven based on the target energization amount Imt.
- the output of the motor MTR is controlled.
- the output (output torque) of the electric motor MTR is transmitted to the rotation / linear motion conversion mechanism HNK via a reduction gear (for example, a gear) GSK. Then, the rotating motion is converted into a linear motion by HNK, and the piston PSN is advanced toward the rotating member (brake disc) KTB. And since piston PSN pushes friction member (brake pad) MSB toward KTB, friction member MSB is pressed against rotation member KTB. KTB is fixed to the wheel WH [r *], and braking torque is generated in the wheel WH [**] and adjusted by friction between the MSB and KTB.
- a reduction gear for example, a gear
- a slide screw for example, a trapezoidal screw
- the screw HNJ rotates, and the nut HNT screwed with the screw HNJ moves forward or backward as a linear motion with respect to KTB.
- a ball screw that performs power transmission (rolling transmission) by “rolling” may be used.
- the motor drive circuit DRV includes an energization amount acquisition unit (for example, a current sensor) IMA that detects an actual energization amount (for example, an actual current flowing through the electric motor) Ima.
- the electric motor MTR is provided with position acquisition means (for example, an angle sensor) MKA for detecting the position (for example, rotation angle) Mka of the rotor.
- a pressing force acquisition means for example, a pressing force sensor
- FBA is provided to detect a force (actual pressing force) Fba that the friction member MSB actually presses the rotating member KTB.
- a configuration of a so-called disc type braking device is illustrated as the electric braking unit BRK, but the braking unit BRK may be a drum type braking device (drum brake).
- the friction member MSB is a brake shoe
- the rotating member KTB is a brake drum.
- the force (pressing force) by which the brake shoe presses the brake drum is controlled by the electric motor MTR.
- An electric motor MTR that generates torque by rotational motion is shown, but a linear motor that generates force by linear motion may be used.
- FIG. 3 shows an example of driving means (driving circuit) DRV when the electric motor MTR is a motor with a brush (also simply referred to as a brush motor).
- DRV is an electric circuit that drives the MTR, and includes a pulse width modulation block PWM that performs pulse width modulation (PWM) based on the switching elements S1 to S4 and Imt, and a duty ratio determined by the PWM. Based on the switching control block SWT for controlling the energized / non-energized states of S1 to S4.
- PWM pulse width modulation
- the switching elements S1 to S4 are elements that can turn on / off a part of the electric circuit, and for example, MOS-FETs can be used.
- S1 to S4 the forward direction of MTR (the direction in which the MSB approaches KTB and increases the braking torque) and the reverse direction (the direction in which the MSB is separated from the KTB and decreases the braking torque) ) Is configured.
- the switching control block SWT controls S1 and S4 to be in an energized state (ON state) and S2 and S3 to be in a non-energized state (OFF state).
- S1 and S4 are controlled to be in a non-energized state (OFF state), and S2 and S3 are controlled to be in an energized state (ON state).
- the duty ratio of the pulse width (ratio of ON / OFF time) is determined based on the magnitude of Imt, and the rotation direction of the MTR is determined based on the sign of Imt (positive sign or negative sign). Is done.
- the rotation direction of the MTR can be set such that the forward rotation direction is a positive (plus) value and the reverse rotation direction is a negative (minus) value. Since the final output voltage is determined by the input voltage (BAT voltage) and the duty ratio, the rotation direction and output torque of the MTR are controlled by DRV.
- FIG. 4 is an example of drive means (drive circuit) DRV when the electric motor MTR is a brushless motor.
- DRV is an electric circuit that drives the MTR, and includes switching elements Z1 to Z6, a pulse width modulation block PWM that performs pulse width modulation based on Imt, and Z1 to Z6 based on a duty ratio determined by PWM.
- the switching control block SWT controls the energized / non-energized state.
- the position acquisition means MKA acquires the rotor position (rotation angle) Mka of the MTR. Based on Mka, the directions of the coil energization amounts of the U-phase, V-phase, and W-phase (that is, the excitation directions) are sequentially switched by Z1 to Z6 controlled by the SWT, and the MTR is driven.
- the rotation direction (forward rotation or reverse rotation) of the brushless motor is determined by the relationship between the rotor and the excitation position.
- the duty ratio of the pulse width is determined by PWM based on the magnitude of Imt, and the rotation direction of the MTR is determined based on the sign (value sign) of Imt. The Then, based on the target energization amount Imt, the switching elements Z1 to Z6 are controlled by signals from the SWT, whereby the rotation direction and output torque of the MTR are controlled.
- the control means CTL includes a target pushing force calculation block FBT, a target pushing force correction calculation block FBU, an instruction energization amount calculation block IST, a pushing force feedback control block IPT, an inertia compensation control block INR, a wheel slip state.
- the amount calculation block SLP, the slip suppression control block FAE, the sudden stop control block QTC, and the energization amount adjustment calculation block IMT are configured.
- the control means CTL is programmed in the electronic control unit ECU.
- the operation amount Bpa of the braking operation member BP (for example, a brake pedal) is acquired by the braking operation amount acquisition means BPA.
- the operation amount (braking operation amount) Bpa of the braking operation member is calculated based on the MC pressure (master cylinder pressure). Further, it can be calculated based on at least one of an operation force (for example, brake pedal force) of a braking operation member by a driver and a displacement amount (for example, a brake pedal stroke). Bpa is subjected to arithmetic processing such as a low-pass filter, and noise components are removed (reduced).
- the target pushing force Fbt of each wheel is calculated based on the operation amount Bpa using a preset target pushing force calculation characteristic (calculation map) CHfb.
- the “pressing force” is a force (pressing force) that the friction member (for example, brake pad) MSB presses the rotating member (for example, brake disc) KTB in the electric braking means (brake actuator) BRK.
- the target pushing force Fbt is a target value of the pushing force.
- the braking force distribution of the front and rear wheels is compared to the so-called “ideal braking force distribution”, the degree of the braking force with respect to the vertical load of the front wheels (vertical force, vertical force received from the road surface) is The characteristic is set to be larger than the degree of the braking force with respect to the vertical load.
- a vertical load also referred to as a ground load
- the vertical load on the rear wheel decreases and the vertical load on the front wheel increases.
- CHfb the ratio of the front wheel braking force to the front wheel vertical load (referred to as front wheel braking load) and the ratio of the rear wheel braking force to the rear wheel vertical load (referred to as rear wheel braking load). ) Is the same characteristic.
- the front wheel braking load is set to be larger than the rear wheel braking load. Therefore, CHfb can be set as two different characteristics, a front wheel characteristic CHfbf and a rear wheel characteristic CHfbr.
- CHfbf can be set such that Fbt is “convex downward” as Bpa increases.
- CHfbr can be set such that Fbt is “convex upward” as Bpa increases.
- the target pressing force Fbt is corrected based on a calculation result (Fae or the like) of a slip suppression control block FAE described later.
- slip suppression control such as anti-skid control is executed. Then, based on the corrected pressing force Fae, the target pressing force Fbt calculated based on the driver's operation of the brake pedal BP is cut off, and corrected to suppress excessive wheel slip (wheel locking tendency).
- a target pushing force Fbu is calculated.
- the command energization amount Ist is calculated based on the target pressing force Fbu corrected by Fae using preset calculation maps CHs1 and CHs2.
- the command energization amount Ist is a target value of the energization amount to the electric motor MTR for driving the electric motor MTR of the braking means BRK and achieving the corrected target pushing force Fbu.
- the calculation map (the calculation characteristic of the command energization amount) is composed of two characteristics CHs1 and CHs2 in consideration of the hysteresis of the brake actuator.
- the characteristic (first instruction energization amount calculation characteristic) CHs1 corresponds to the case where the pushing force is increased, and the characteristic (second instruction energization amount calculation characteristic) CHs2 corresponds to the case where the pushing force is reduced. Therefore, compared with the characteristic CHs2, the characteristic CHs1 is set to output a relatively large command energization amount Ist.
- the energization amount is a state amount (variable) for controlling the output torque of the electric motor MTR. Since the electric motor MTR outputs a torque approximately proportional to the current, the current target value of the electric motor can be used as the target value of the energization amount. Further, if the supply voltage to the electric motor MTR is increased, the current is increased as a result, so that the supply voltage value can be used as the target energization amount. Furthermore, since the supply voltage value can be adjusted by the duty ratio in pulse width modulation (PWM), this duty ratio can be used as the energization amount.
- PWM pulse width modulation
- the pressing force feedback energization amount Ipt is calculated based on the target pressing force (target value) Fbu and the actual pressing force (actual value) Fba.
- the command energization amount Ist is calculated as a value corresponding to the target pressing force Fbu, but an error (steady error) between the target pressing force Fbu and the actual pressing force (actual pressing force) Fba due to fluctuations in the efficiency of the brake actuator. ) May occur.
- the pushing force feedback energization amount Ipt is calculated based on a deviation (pushing force deviation) ⁇ Fb between the target pushing force Fbu and the actual pushing force Fba and a calculation characteristic (calculation map) CHp, and the above error (steady error). ) To be reduced. Note that Fba is acquired by the pressing force acquisition means FBA.
- the influence of the inertia of BRK (in particular, the electric motor MTR) (inertia, inertia moment in rotational motion or inertia mass in linear motion) is compensated.
- target values Ijt and Ikt of the energization amount for compensating for the influence of the BRK inertia are calculated.
- the acceleration inertia compensation energization amount Ijt corresponding to this case is calculated.
- Ijt is a target value of the energization amount of the acceleration control in the inertia compensation control.
- a deceleration inertia compensation energization amount Ikt corresponding to this case is calculated.
- Ikt is a target value of the energization amount in the deceleration control in the inertia compensation control.
- Ijt is a value that increases the energization amount of the electric motor (a positive sign value that is added to Ist)
- Ikt is a value that decreases the energization amount of the electric motor (a negative sign value that is added to Ist). It is.
- the slip state quantity Slp [**] of each wheel is calculated based on the wheel speed Vwa [**] of each wheel acquired by the wheel speed acquisition means VWA [**]. Is done.
- Slp is a state quantity representing the slip degree of each wheel. For example, as Slp, the difference between the wheel speed Vwa and the vehicle speed (body speed) Vso is calculated as the wheel slip speed Vsl. Further, the wheel acceleration dVw, which is the amount of time change of Vwa, can be calculated as Slp.
- slip suppression control for each wheel is executed based on the slip state amount Slp [**] of each wheel.
- the slip suppression control is control for suppressing excessive slip of the wheel, and is anti-skid control (ABS control) or braking force distribution control (EBD control).
- ABS control is typically control that reduces braking torque applied to a wheel when the slip degree of the wheel exceeds a predetermined degree.
- EBD control is typically control for maintaining braking torque applied to a wheel when the slip degree of the wheel exceeds a predetermined degree.
- a corrected pressing force (corrected value) Fae for correcting the target pressing force Fbt determined based on Bpa is calculated.
- the corrected pushing force Fae is cut off from the influence of Fbt (independent of the driver's braking operation in calculating the target pushing force).
- the subsequent target pressing force (target value) Fbu is calculated to decrease. Further, when the wheel slip decreases due to the decrease in Fbu (when the grip of the wheel is restored), the calculation is performed to increase Fbu.
- the target value (abrupt stop energization amount) Iqt of the sudden stop control is determined based on the slip state amount Slp [**] of the wheel. Calculated.
- the electric motor MTR in order to suppress an excessive slip (wheel lock tendency) due to a delay in following the actual value Fba with respect to the target value Fbu, the electric motor MTR rapidly decelerates at the maximum, This is a control to stop the rotational movement.
- the rotation of the electric motor in the direction in which the friction member MSB moves away from the rotating member KTB (the direction in which the braking torque decreases) is used as the target value (abrupt stop energization amount) Iqt of the sudden stop control.
- the maximum amount of current that can be energized (energization limit value) imm is indicated in a stepwise manner (in a stepwise manner and instantly discontinuous from the previous Imt).
- the energization limit value imm is set in advance based on a value corresponding to the maximum current of MTR or DRV.
- a sudden stop control execution flag FLqt which will be described later, is calculated based on the wheel slip state amount Slp [**] in the sudden stop control block QTC.
- the sudden stop control is a control for urgently stopping the rotational motion of the electric motor MTR in order to suppress an excessive slip (wheel locking tendency) resulting from a delay in following the actual value Fba with respect to the target value Fbu.
- the energization adjustment calculation block IMT calculates the target energization amount Imt that is the final target value of the MTR.
- the command energization amount Ist is adjusted by the pressing force feedback energization amount Ipt, the inertia compensation energization amount Ijt (acceleration), Ikt (deceleration), and the sudden stop energization amount Iqt, and the target energization amount Imt is calculated.
- the IMT includes a priority calculation block YSN and prioritizes inertia compensation control and sudden stop control.
- Iqt is output with priority over Ijt and Ikt. That is, when Iqt is input simultaneously with Ijt and Ikt, Ijt and Ikt are set to zero, and the sudden stop energization amount Iqt is output.
- the feedback energization amount Ipt is added to the command energization amount Ist, and any of the inertia compensation energization amounts Ijt and Ikt and the sudden stop energization amount Iqt One of them is added and the sum is calculated as the target energization amount Imt.
- Iqt is a value (a negative sign value added to Ist) that decreases the energization amount of the electric motor.
- the target energization amount Imt is a final energization amount target value for controlling the output of the electric motor MTR. The direction of rotation of the MTR is controlled based on the sign of Imt (the sign of the value), and the output of the MTR is controlled based on the magnitude of Imt.
- the energization amount adjustment calculation block IMT calculates the target energization amount Imt that is the final target value of the MTR.
- the command energization amount Ist is adjusted by the pushing force feedback energization amount Ipt, the inertia compensation energization amount Ijt (during acceleration), and Ikt (during deceleration), and the target energization amount Imt is calculated.
- Imt is set to “0”.
- the IMT includes a priority calculation block YSN, and prioritizes inertia compensation control and sudden stop control.
- the feedback energization amount Ipt is added to the command energization amount Ist, and the inertia compensation energization amounts Ijt and Ikt are added, and the sum is obtained as the target energization amount Imt.
- Is calculated as The target energization amount Imt is a final energization amount target value for controlling the output of the electric motor MTR.
- the direction of rotation of the MTR is controlled based on the sign of Imt (the sign of the value), and the output of the MTR is controlled based on the magnitude of Imt.
- the target energization amount Imt is set to “0”. *
- the pressing force equivalent value Fbs can be determined based on a state quantity related to “force” representing an operating state of the movable member located in the power transmission path from the electric motor MTR to the friction member MSB.
- a state quantity related to “force” representing an operating state of the movable member located in the power transmission path from the electric motor MTR to the friction member MSB.
- the actual output torque (or target value) of the electric motor, the actual output torque (or target value) of GSK, the actual thrust (or target value) in HNK, the actual thrust (or target) in PSN Value) and the actual pressing force Fba (or target pressing force Fbu) of the MSB can be adopted as Fbs related to “force (torque)”.
- the state quantity related to the “position” can be set to Fbs instead of the state quantity related to the “force”.
- the actual position Mka (or target position Mkt) of the electric motor, the actual position (or target position) of GSK, the actual position (or target value) in HNK, the actual position (or target) in PSN Value) and the actual position (or target value) of the MSB can be adopted as Fbs related to the “position”.
- the final pressing force equivalent value Fbs can be determined based on the Fbs of the plurality of movable members. Accordingly, the “pushing force equivalent value Fbs (target pushing force equivalent value Fst, actual pushing force equivalent value Fsa)” is a movable force in the power transmission path from the MTR output torque to the MSB pushing force against KTB. It can be determined based on at least one of the state quantities related to the “force” or “position” of the member.
- inertia compensation control is performed to improve the responsiveness of the pressing force due to inertia such as MTR (the inertia of the entire BRK including the inertia of the MTR) and the convergence.
- the inertia compensation control block INR includes a target position calculation block MKT, a time constant calculation block TAU, a delay element calculation block DLY, a target acceleration calculation block DDM, and a coefficient storage block KSK.
- the target position (target rotation angle) Mkt is calculated based on the target pressing force Fbu and the target pressing force calculation characteristic (calculation map) CHmk.
- the target position Mkt is a target value for the position (rotation angle) of the electric motor MTR.
- the calculation map CHmk is a characteristic corresponding to the rigidity of the brake caliper CPR and the friction member (brake pad) MSB, and is stored in advance in the electronic control unit ECU as a non-linear characteristic of “upwardly convex”.
- the time constant ⁇ m is calculated based on the corrected target pushing force (target value of pushing force) Fbu and the time constant calculation characteristic (calculation map) CH ⁇ m.
- ⁇ m is calculated as a first predetermined time constant (predetermined value) ⁇ 1 ( ⁇ 0).
- ⁇ m is calculated so as to sequentially increase from the first predetermined time constant ⁇ 1 to the second predetermined time constant ⁇ 2 as Fbu increases.
- ⁇ m is calculated as a second predetermined time constant (predetermined value) ⁇ 2 (> ⁇ 1).
- the target position (target rotation angle) Mkf after the delay element calculation processing is calculated based on the target position Mkt of the electric motor MTR.
- the delay element calculation process including the time constant ⁇ m corresponding to the response of the brake actuator BRK (that is, the response of the electric motor MTR) is executed for the target position Mkt of the electric motor, and the delay element process is performed.
- the subsequent target position Mkf is calculated.
- the delay element calculation is an operation of an nth order delay element (“n” is an integer equal to or greater than “1”), for example, a first order delay calculation.
- the response of the brake actuator BRK (the state of the output change with respect to the input change) is considered as a transfer function using a time constant, and the target value Mkf corresponding to the response is obtained. Can be computed.
- the target acceleration ddMkf after the delay element processing is calculated based on the target position Mkf after the delay element processing.
- ddMkf is a target value for the acceleration (angular acceleration) of the electric motor MTR.
- Mkf is second-order differentiated and ddMkf is calculated.
- the ddMkf is calculated to a positive sign value when the electric motor MTR is accelerated (when starting from a stopped state), and is calculated to a negative sign value when the MTR is decelerating (toward stopping).
- the coefficient storage block KSK stores a coefficient (gain) ksk for converting the target acceleration ddMkf into the target energization amount of the electric motor.
- the coefficient ksk corresponds to a value obtained by dividing the inertia (constant) mtj of the electric motor by the torque constant tqk of the electric motor.
- inertia compensation control energization amounts (target values) Ijt and Ikt are calculated based on ddMkf and ksk. Specifically, ddMkf is multiplied by ksk to calculate Ijt and Ikt.
- inertia compensation control block INR ⁇ Configuration of Second Embodiment of Inertia Compensation Control Block>
- inertia compensation control for improving the responsiveness and convergence of the pressing force caused by inertia such as MTR (inertia of the entire BRK including inertia of MTR) is executed.
- the inertia compensation control block INR is a control necessity determination calculation block FLG that determines whether or not inertia compensation control is necessary, an inertia compensation energization amount calculation block IJK that calculates a target energization amount of inertia compensation control, and a selection calculation block SNT. Composed.
- control necessity determination calculation block FLG it is determined whether the inertia compensation control needs to be executed or not.
- the control necessity determination calculation block FLG includes an acceleration determination calculation block FLJ that determines whether or not the electric motor is accelerated (for example, when the electric motor is started and accelerated), and when the electric motor is decelerated ( For example, it includes a deceleration determination calculation block FLK that determines whether or not it is necessary when the electric motor decelerates and stops.
- the control necessity determination calculation block FLG outputs necessity determination flags FLj (acceleration) and FLk (deceleration) as determination results.
- necessity determination flags FLj and FLk “0” represents a case where inertia compensation control is not required (unnecessary state), and “1” represents a case where inertia compensation control is necessary (necessary state).
- the control necessity determination calculation block FLG includes a time constant calculation block TAU, a delay element calculation block DLY, a second-order differentiation calculation block DDF, an acceleration determination calculation block FLJ, and a deceleration determination calculation block FLK.
- the time constant ⁇ m is calculated based on the corrected target pushing force (target value of pushing force) Fbu and the time constant calculation characteristic (calculation map) CH ⁇ m.
- the delay element calculation block DLY the target push force Fbf after the delay element calculation process is calculated based on the target push force Fbu.
- the delay element calculation block DLY is the same as that in the first embodiment, and the response of the brake actuator BRK (particularly, the electric motor MTR) is taken into consideration by a transfer function (for example, first-order delay calculation).
- the target pushing force Fbf after the delay element processing is second-order differentiated, and ddFbf is calculated.
- the ddFbf is calculated as a positive sign value when the electric motor MTR is accelerated (when starting from the stopped state), and is calculated as a negative sign value when the MTR is decelerating (when moving toward the stop).
- the inertia compensation control when the electric motor MTR accelerates based on the second-order differential value ddFbf of the target pushing force Fbf after the delay element calculation is “necessary state” and “unnecessary state”. It is determined which state is in the house.
- the determination result is output as a necessity determination flag (control flag) FLj.
- the necessity determination flag FLj for acceleration control is changed from “0 (unnecessary state)” to “1 (necessary). State) ”(FLj ⁇ 1).
- FLj is changed from “1” to “0” (FLj ⁇ 0). Note that FLj is set to “0” as an initial value when a braking operation is not performed.
- the inertia compensation control when the electric motor MTR decelerates based on the second-order differential value ddFbf of the target pushing force Fbf after the delay element calculation is “necessary state” and “unnecessary state”. It is determined which state is in the house.
- the determination result is output as a necessity determination flag (control flag) FLk.
- the deceleration necessity determination flag FLk is changed from “0 (unnecessary state)” to “1 (necessary). State) ”(FLk ⁇ 1).
- FLk is changed from “1” to “0” (FLk ⁇ 0). Note that FLk is set to “0” as an initial value when a braking operation is not performed.
- the inertia compensation energization amount calculation block IJK includes an acceleration energization amount calculation block IJT that calculates an inertia compensation energization amount Ijt when the electric motor is accelerated (for example, when the electric motor starts and accelerates), and It includes a deceleration energization amount calculation block IKT that calculates an inertia compensation energization amount Ikt during deceleration (for example, when the electric motor decelerates and stops).
- the acceleration inertia compensation energization amount Ijt is calculated based on the necessity determination flag FLj and the acceleration calculation characteristic (calculation map) CHj.
- the acceleration calculation characteristic CHj is stored in advance in the ECU as a characteristic (calculation map) of Ijt with respect to the elapsed time T from the time when the necessity state of acceleration inertia compensation control is determined.
- Ijt is sharply increased from “0” to a predetermined energization amount (predetermined value) ij1 as time elapses from the time T is “0”, and then Ijt is predetermined energization as time elapses.
- the amount (predetermined value) is gradually decreased from ij1 to “0”.
- CHj is a time tdn that is required for Ijt to be increased from “0” to the predetermined energization amount ij1, and that is required for Ijt to be decreased from the predetermined energization amount ij1 to “0”. Is set shorter.
- the deceleration inertia compensation energization amount Ikt is calculated based on the necessity determination flag FLk and the deceleration calculation characteristic (calculation map) CHk.
- the deceleration calculation characteristic CHk is stored in advance in the ECU as an Ikt characteristic (calculation map) with respect to the elapsed time T from the point in time when the deceleration inertia compensation control is determined.
- CHk is abruptly decreased from “0” to a predetermined energization amount (predetermined value) ik1 as time elapses since time T is “0”, and thereafter, Ikt is reduced to a predetermined energization amount (elapsed time).
- the predetermined value is gradually increased from ik1 to “0”.
- CHk is the time ten required for the time tvp required for Ikt to decrease from “0” to the predetermined energization amount ik1, and the time ten required for Ikt to increase from the predetermined energization amount ik1 to “0”. Is set shorter.
- the selection calculation block SNT when the deceleration inertia compensation energization amount Ikt ( ⁇ 0) is output while the acceleration inertia compensation energization amount Ijt (> 0) is being output, Ikt is replaced with Ikt. It can be preferentially output.
- the wheel slip state amount calculation block SLP includes a vehicle speed calculation block VSO, a wheel slip speed calculation block VSL, and a wheel acceleration calculation block DVW.
- VSO vehicle speed calculation block
- VSL wheel slip speed calculation block
- DVW wheel acceleration calculation block
- the wheel speed Vwa [**] is acquired through the wheel speed sensor VWA [**] or the communication bus, and the wheel slip state quantity Slp [indicating the degree of slip in the rotational direction of each wheel (the degree of slipping of the wheel). **] is calculated.
- the vehicle speed (body speed) Vso is calculated based on the wheel speed Vwa [**] of each wheel and a known method. For example, the fastest wheel speed Vwa [**] can be selected and calculated as the vehicle speed Vso.
- the slip speed Vsl [**] of each wheel is calculated based on the vehicle speed Vso and the wheel speed Vwa.
- Vsl [**] is calculated as a negative sign (minus) value by subtracting Vso from Vwa [**].
- the wheel acceleration dVw [**] is calculated based on the wheel speed Vwa [**] of each wheel and a known method. For example, Vwa [**] can be time differentiated to calculate dVw [**].
- the wheel slip state quantity Slp [**] is a value (variable) based on at least one state quantity of the slip speed Vsl [**] and the acceleration dVw [**].
- a corrected pushing force Fae required for anti-skid control (ABS control) or braking force distribution control (EBD control) for suppressing wheel slip is calculated.
- the corrected pressing force Fae is a target value for correcting a target pressing force Fbt calculated based on Bpa and calculating a target pressing force Fbu for suppressing wheel slip.
- the slip suppression control block FAE includes an anti-skid control calculation map CHab, a braking force distribution control calculation map CHeb, and a selection calculation block SNU.
- the braking force distribution control is a slip suppression control dedicated to the rear wheels.
- ABS control anti-skid control
- anti-skid control via the electric braking means BRK is executed based on the slip state amount Slp [**] of the wheel and the calculation map CHab of anti-skid control.
- the ABS control calculation map CHab shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [**] and dVw [**], and the corrected pushing force Fab [** ] Is determined.
- the wheel slip speed Vsl [**] is compared with the predetermined values vsa1 and vsa2.
- the predetermined values vsa1 and vsa2 are preset values and have a relationship of vsa1 ⁇ vsa2 ⁇ 0. As the wheel slip speed is smaller, the slip degree is larger. Therefore, the value vsa1 has a higher degree of slip than the value vsa2.
- the wheel acceleration dVw [**] is compared with predetermined values dva1 and dva2.
- the predetermined values dva1 and dva2 are preset values and have a relationship of dva1 (deceleration) ⁇ 0 ⁇ dva2 (acceleration). Similar to the wheel slip speed, the smaller the value of the wheel acceleration, the larger the slip degree. Therefore, the value dva1 has a higher degree of slip than the value dva2.
- the ABS control mode is determined based on Vsl [**], dVw [**], and CHab.
- the ABS control mode includes a decrease mode in which the braking torque is reduced and an increase mode in which the braking torque is increased.
- the reduction mode is displayed as “decrease” in the computation map CHab, and the pressing force is reduced.
- the increase mode is displayed as “increase” in the calculation map CHab, and the pushing force is increased.
- Vsl [**] when Vsl [**] is less than vsa1 and dVw [**] is less than dva1, the decrease mode is selected, and Vsl [**] is greater than or equal to vsa1 and less than vsa2. , DVw [**] is greater than or equal to dva1 and less than dva2, the increase mode is selected.
- the corrected pushing force Fab by the ABS control is calculated so that the target pushing force Fbu is reduced in order to reduce the wheel slip and prevent the wheel lock.
- the corrected pressing force (corrected value) Fab is calculated so that the target pressing force Fbu is increased in order to increase the wheel slip and recover the braking force.
- braking force distribution control (EBD control) will be described.
- the ratio between the braking force generated on the front wheels and the braking force generated on the rear wheels is adjusted by adjusting the braking torque of the rear wheels.
- the slip suppression control block FAE the braking force distribution via the rear wheel electric braking means BRK [r *] based on the rear wheel slip state quantity Slp [r *] and the braking force distribution control calculation map CHeb. Control is executed.
- the calculation map CHeb for EBD control shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [r *] and dVw [r *], and the corrected pushing force Feb [r * ] Is determined.
- the slip speed Vsl [r *] of the rear wheel is compared with the predetermined values vse1 and vse2.
- vse1 and vse2 are preset values and have a relationship of vse1 ⁇ vse2.
- the value vse1 has a higher degree of slip than the value vse2.
- the wheel acceleration dVw [r *] is compared with predetermined values dve1 and dve2.
- dve1 and dve2 are preset values and have a relationship of dve1 ⁇ dve2. Similar to the slip speed, the value dve1 has a greater degree of slip than the value dve2.
- Control mode of EBD control is determined based on Vsl [r *], dVw [r *], and CHeb.
- Control modes for EBD control include a decrease mode in which the braking torque is reduced, a holding mode in which the braking torque is held, and an increase mode in which the braking torque is increased.
- the decrease mode is displayed as “decrease” in the calculation map CHeb and the pressing force is decreased, and the hold mode is displayed as “hold” in the calculation map CHeb and the pressing force is held.
- the increase mode is displayed as “increase” in the calculation map CHeb, and the pushing force is increased.
- Vsl [r *] when Vsl [r *] is less than vse1 and dVw [r *] is less than dve1, the decrease mode is selected, and Vsl [r *] is greater than or equal to vse1 and less than vse2.
- DVw [r *] is greater than or equal to dve1 and less than dve2
- the hold mode is selected
- Vsl [r *] is greater than or equal to vse2
- dVw [r *] is greater than or equal to dve2.
- the increase mode is selected.
- the corrected pushing force Feb by the EBD control is calculated so that the target pushing force Fbu is reduced.
- the corrected pushing force Feb is calculated so that the target pushing force Fbu is maintained.
- the corrected pressing force Feb is calculated so that the target pressing force Fbu is increased.
- sudden stop control is performed in which the MTR is suddenly decelerated to make it stop based on the slip state amount Slp [**] of the wheel.
- the sudden stop control is a control in which the electric motor is urgently decelerated at the maximum (limit) of its capacity (performance) and the rotational motion is stopped.
- the QTC includes a calculation map CHqt, a start determination calculation block HJM, and an end determination calculation block OWR.
- an energization target value (abrupt stop energization amount) Iqt [**] for the sudden stop control is calculated based on the slip state amount Slp [**] of the wheel.
- the calculation map CHqt is a characteristic for determining whether or not the sudden stop control is executed based on the slip state amount Slp [**].
- the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**].
- the sudden stop control is executed (“ON” based on the mutual relationship between the slip speed Vsl [**] of the wheel and the acceleration dVw [**]. ”) Or non-execution (indicated by“ OFF ”). That is, when the condition indicated by “ON” in the figure is satisfied for the first time, the execution of the sudden stop control is started, and the sudden stop energization amount Iqt is “0 (no control is executed,“ OFF ”in the calculation map). Is immediately switched from the energization limit value (predetermined predetermined value) imm.
- the energization limit value imm is a value set in advance based on the specifications of the MTR and DRV, and is a value corresponding to the maximum current that can energize the MTR or DRV.
- the energization limit value imm is the maximum current of the winding (coil) of the electric motor MTR or the maximum current of the switching element (power transistor, etc.) constituting the drive circuit DRV of the electric motor (for example, thermally energized). It is a value corresponding to the maximum (limit) current amount to be obtained.
- the start of the sudden stop control can be determined based on the individual slip state amount Slp [**] regardless of the mutual relationship between Vsl [**] and dVw [**]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsq1 or less and / or when the wheel acceleration dVw [**] becomes a predetermined value dvq1 or less, Iqt is changed from “0”. The energization limit value (limit value beyond which this value is not energized) is immediately switched to imm.
- sudden stop control is performed in which the MTR is rapidly decelerated and directed to stop based on the slip state amount Slp [**] of the wheel.
- Imt is set to “0”, and the terminals of the electric motor are short-circuited via an electric resistance (for example, a resistor).
- the electric motor MTR is suddenly decelerated by a so-called dynamic brake (also referred to as Dynamic Brake, also called a power generation brake), and its movement is stopped.
- a resistor resistor
- a control flag FLqt [**] which will be described later, is output from QTC, Imt is set to “0” based on FLqt, and the terminals of the electric motor are short-circuited.
- the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**].
- the sudden stop control is executed (“ON” based on the mutual relationship between the wheel slip speed Vsl [**] and the wheel acceleration dVw [**]. ”) Or non-execution (indicated by“ OFF ”).
- control flag FLqt is set to “0 (indicating non-execution of control,“ OFF ”in the calculation map). ”)” Is switched from “1” (representing execution of control, indicated by “ON” in the calculation map).
- the start of the sudden stop control can be determined based on the individual slip state amount Slp [**] regardless of the mutual relationship between Vsl [**] and dVw [**]. Specifically, FLqt is changed from “0” to “0” when the slip speed Vsl [**] becomes a predetermined value vsq1 or less and / or when the wheel acceleration dVw [**] becomes a predetermined value dvq1 or less. 1 ”can be switched.
- the start determination calculation block HJM can determine whether or not FLqt calculated (determined) based on the calculation map CHqt can be output from the sudden stop control block QTC.
- the sudden stop control execution flag FLqt is actually output.
- FLqt 0 is output.
- control permission is determined when all of the following (condition 1) to (condition 7) are satisfied. Among (Condition 1) to (Condition 7), at least one condition may be omitted. If “control permission” is not determined, “control prohibition” is determined.
- Condition 1) In a series of braking operations, the slip suppression control is not started before the sudden stop control is started. The “continuous braking operation” refers to an “operation from when the driver starts the braking operation to when the operation ends”. This condition can be determined based on Bpa and the corrected pressing force Fae.
- Condition 2 The speed dMk of the electric motor is not less than a predetermined speed (predetermined value) dmk1.
- dMk is calculated based on the position (rotation angle) Mka of the electric motor acquired by the position acquisition means (rotation angle acquisition means) MKA.
- Mka is time-differentiated and dMk can be calculated.
- Vso vehicle speed
- predetermined value predetermined value
- Vso can be calculated based on Vwa acquired by VWA.
- Condition 4 In a series of braking operations, inertia compensation control at the time of increase is started before the start of sudden stop control. This condition can be determined based on Ijt or FLj (see FIGS. 6 and 7).
- (Condition 1) can be a permission condition. Further, since the influence of the inertia of the electric motor correlates with the speed, (Condition 2) can be set as the permission condition. Further, since the wheel slip suppression control is not required when the vehicle speed is low, (Condition 3) can be set as the permission condition. Furthermore, as a typical example in which the influence of the inertia of the electric motor is a problem in the wheel slip suppression control, the driver suddenly brakes and accelerates on a road surface having a high road surface friction coefficient (for example, a dry asphalt road surface).
- a road surface having a high road surface friction coefficient for example, a dry asphalt road surface
- condition 4 the wheel slip suppression control is required while the electric motor is being accelerated by the inertia compensation control at the time. Therefore, (condition 4) and (condition 6) can be permitted conditions.
- condition 5) can be a permission condition.
- (Condition 7) can be a permission condition.
- the switching control block SWT shown in FIG. 3 and FIG. 4 receives that the sudden stop control execution flag FLqt is “1 (execution of control)”, and The switching element is driven so that the terminals are short-circuited via an electric resistance, and the target energization amount Imt is reduced to “0”.
- the execution start of the sudden stop control is determined, and the control flag FLqt is changed from “0 (non-execution state)” to “1 (execution state). ) ",
- the switching elements S1 and S2 are energized, the switching elements S3 and S4 are de-energized, and the terminals Ts and Tb of the electric motor are short-circuited.
- the switching elements S3 and S4 can be energized, the switching elements S1 and S2 can be de-energized, and the terminals of the electric motor MTR (between Ts and Tb) can be short-circuited.
- the target energization amount Imt of the MTR is reduced to “0 (non-energized state)”.
- the switching elements Z1 to Z3 are used at the time when execution of the sudden stop control is determined (FLqt ⁇ 1).
- the elements are energized, all the switching elements Z4 to Z6 are de-energized, and at least one of the terminals Tu, Tv and Tw of the electric motor is short-circuited (short-circuited). Is done.
- two or more of the switching elements Z4 to Z6 are energized, all the elements of the switching elements Z1 to Z3 are deenergized, and at least one set of the three terminals is short-circuited. obtain.
- the target energization amount Imt is set to “0” at the same time as the terminals of the electric motor are short-circuited via the electric resistance.
- an individual switching circuit (for example, a relay circuit) can be provided between the terminals of the electric motor.
- the terminals of the electric motor can be short-circuited via an electric resistance (resistor) without using the switching element (S1 or the like).
- the switching circuit is driven by a signal from the switching control block SWT based on the control flag FLqt indicating execution / non-execution of the sudden stop control. That is, based on the signal, the relay between terminals of the electric motor can be switched to an energized (ON) state or a non-energized (OFF) state.
- the power generated by using the electric motor as a generator is consumed by the electric resistance by a dynamic brake that short-circuits the terminals of the electric motor via an electric resistance (for example, a resistor).
- an electric resistance for example, a resistor
- braking torque is applied to the electric motor MTR, and the electric motor MTR is decelerated. That is, the regenerative electric power generated by the kinetic energy (rotational energy) of the MTR is consumed by the electric resistance inside the electric motor including the drive circuit DRV, so that the MTR can be stopped quickly.
- an electrical resistance may exist in the circuit formed by the short circuit between terminals of an electric motor, an individual resistor may not be provided.
- control end is determined when one of the following (condition A) to (condition D) is satisfied. Among (Condition A) to (Condition D), at least one condition may be omitted. When “control end” is not determined, “control continuation” is determined.
- Condition B The vehicle speed Vso is less than a predetermined speed (predetermined value) vso2. The relationship of vso2 ⁇ vso1 is established.
- the computation processing for compensating for the inertial effect of MTR takes time. For example, in inertia compensation control during deceleration, after a calculation process (a process with a long calculation period or a process that requires a plurality of periods for calculation) that requires more time than the calculation process of the wheel slip state quantity is performed. If the inertia compensation energization amount Ikt (absolute value thereof) is gradually increased, there may be a time delay when the MTR suddenly decelerates.
- the energization amount that is physically possible is instructed stepwise to the MTR, so that the MTR is rapidly decelerated immediately without causing a time delay. Therefore, wheel slip can be suppressed efficiently and reliably.
- Execution (ON) / non-execution (OFF) of the sudden stop control can be performed based on the slip state amount Slp [**] of the target electric braking wheel (wheel equipped with BRK). This may be performed based on the slip state amount Slp [**] of a wheel that is different from the target electric braking wheel.
- execution / non-execution of the sudden stop control can be determined based on the smallest state quantity among the slip state quantities Slp [**] of each wheel. That is, the execution start of the sudden stop control is determined based on the slip state amount of the wheel having the largest slip degree among the four wheels of the vehicle.
- the sudden stop control is performed even when the start of the sudden stop control is not determined at the other wheels. Can be started.
- the termination of the sudden stop control can be performed separately for each wheel. Thereby, compared with the case where the execution of the sudden stop control is determined based on the slip state amount of the wheels other than the wheel having the largest slip, the sudden stop control can be started earlier, and the increase of the wheel slip is increased. It can be more reliably suppressed. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
- a value obtained by dividing a braking force generated on a certain wheel by a vertical load (vertical force) acting on the wheel is called a “braking load”, in a general vehicle, the braking load on the front wheel The front / rear braking force is distributed so that is larger than the braking load of the rear wheels.
- the ratio of the braking force to the front wheel vertical load is The ratio of the braking force between the front and rear wheels is determined so as to be larger than the ratio of the braking force.
- the braking force of the wheel is generated by a slip (slip between the road surface and the wheel) resulting from the braking torque applied to the wheel. Therefore, if the deceleration is the same, the slip degree of the front wheels is greater than the slip degree of the rear wheels. In other words, the rear wheel slip state that will increase thereafter can be predicted by the front wheel slip state amount Slp [f *]. Further, in order to maintain the vehicle stability, it is necessary to suppress the increase in slip of the rear wheel and sufficiently secure the lateral force of the rear wheel. Based on the above knowledge, in the present embodiment, it is possible to determine whether or not it is necessary to execute the sudden stop control for the rear wheel based on the slip state amount Slp [f *] of the front wheel.
- the start of the sudden stop control can be performed based on this value by selecting the smaller state quantity among the slip state quantities Slp [f *] of the left and right front wheels. That is, the start of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree among the front wheels. In addition, when the start of the sudden stop control is determined at the rear wheel on one side among the left and right rear wheels, even if the start of the sudden stop control is not determined at the rear wheel on the other side The sudden stop control can be started. The termination of the sudden stop control can be performed separately for the left and right rear wheels.
- the execution of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree, the sudden stop control can be started earlier, and the increase in the slip of the rear wheel is more reliably suppressed. Can be done. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
- FIG. 9 is an example of a time-series waveform of “when the sudden stop control is executed after the inertia compensation control during acceleration”, and FIG. 10 shows “the sudden stop control is executed during the execution of the inertia compensation control”. It is an example of a time-series waveform of “when to be performed”.
- the braking operation is started by the driver at time t0, and the braking operation amount Bpa starts to increase.
- the target pushing force (target value) Fbu increases as Bpa increases.
- inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor that increases is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases).
- the actual value Fba of the pushing force also increases.
- the sudden stop control is not performed at the time t4 (when the slip degree of the wheel becomes larger than the predetermined state).
- the execution state is switched to the execution state.
- the sudden stop control is started, and the target energization amount Imt is decreased stepwise in the reverse direction of the electric motor (the direction in which the pushing force decreases) to the energization limit value imm by the sudden stop energization amount Iqt. Is done.
- the energization limit value imm is based on the maximum value of the current that can be energized to at least one of the electric motor MTR (for example, the motor winding) and the drive circuit DRV (for example, the element) of the electric motor, It is a preset value.
- the sudden stop control is continued until the above end condition is satisfied. For example, if the end condition is satisfied before the wheel slip suppression control is started, the sudden stop control is ended at that point (t5), and Imt is returned to the value based on Fbu. If the end condition is not satisfied even when the wheel slip suppression control is started, the sudden stop control is continued. For example, in the example shown by the alternate long and short dash line in FIG. 9, the slip suppression control start determination is made at time t3. However, since the execution of the sudden stop control is maintained, the target energization amount Imt is still maintained at the energization limit value imm. Then, Imt is returned to a value based on Fbu at time t6 when the termination condition of the sudden stop control is satisfied.
- the execution of the sudden stop control has priority.
- the inertia compensation control is calculated by increasing Imt from the value based on Fbu by Ijt
- the sudden stop control is started (time point u1)
- the inertia compensation control is set to a non-execution state.
- Imt are decreased stepwise to the current limit value imm.
- the MTR is instructed as much as possible in the performance of the electric motor MTR (limit value imm).
- FIG. 11 is an example of a time-series waveform of “when the sudden stop control is executed after the inertia compensation control at the time of acceleration”.
- FIG. 12 shows “the sudden stop control is executed during the execution of the inertia compensation control”. It is an example of a time-series waveform of “when to be performed”.
- the braking operation is started by the driver at the time point v0, and the braking operation amount Bpa starts to increase.
- the target pushing force (target value) Fbu increases as Bpa increases.
- the inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor, which increases, is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases).
- the actual value Fba of the pushing force also increases.
- a predetermined value for example, vsa1, dva1
- the execution of the sudden stop control has priority.
- Imt is calculated by increasing Ijt from the value based on Fbu by inertia compensation control
- inertia compensation control is terminated and sudden stop control is performed.
- FLqt is switched from “0” to “1”.
- Imt is instantly decreased to “0”, and at the same time, the terminals of the electric motor are short-circuited.
- FIG. 13 is an example of a time-series waveform of “when the sudden stop control is executed during the inertia compensation control”.
- the braking operation is started by the driver at time t0, and the braking operation amount Bpa starts to increase.
- the target pushing force (target value) Fbu increases as Bpa increases.
- inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor that increases is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases).
- the actual value Fba of the pushing force also increases.
- the wheel slip state amount Slp [**] falls below a predetermined value (for example, vsa1, dva1).
- a predetermined value for example, vsa1, dva1.
- the sudden stop control is switched from the non-execution state to the execution state.
- the sudden stop control is started, and the target energization amount Imt is decreased stepwise to the energization limit value imm by the sudden stop energization amount Iqt in the reverse direction of the electric motor (direction in which the pushing force decreases). Is done.
- the inertia compensation control is stopped and only the sudden stop control is started / executed.
- the energization limit value imm is based on the maximum value of the current that can be energized to at least one of the electric motor MTR (for example, the motor winding) and the drive circuit DRV (for example, the element) of the electric motor, It is a preset value.
- the MTR is instructed as much as possible in the performance of the electric motor MTR (limit value imm).
- the sudden stop control is continued until the above end condition is satisfied. For example, if the end condition is satisfied before the wheel slip suppression control is started, the sudden stop control is ended at the time point u2, and Imt is returned to the value based on Fbu. If the end condition is not satisfied even when the wheel slip suppression control is started, the sudden stop control is continued. For example, in the example shown by the one-dot chain line in FIG. 13, the slip suppression control start determination is made at time t3. However, since the execution of the sudden stop control is maintained, the target energization amount Imt is still maintained at the energization limit value imm. Then, Imt is returned to a value based on Fbu at time u3 when the termination condition of the sudden stop control is satisfied.
- FIG. 14 shows the configuration of the entire vehicle equipped with another embodiment of the vehicle braking control apparatus according to the present invention. The difference from the overall configuration of the vehicle shown in FIG. 1 is that the braking torque for the front wheels is applied using the braking hydraulic pressure.
- the braking torque for the front wheels is applied using the braking hydraulic pressure.
- Vwa [**] and Vwa indicate generic names of the wheel speeds of four wheels
- Svt [f *] and Svt indicate generic names of front wheel control instruction signals
- Imt [r *] indicate generic names of front wheel control instruction signals
- Imt Indicates a general term for the target energization amount of the rear wheels.
- a wheel braked by the hydraulic braking means is referred to as “hydraulic braking wheel”
- a wheel braked by the electric braking means is referred to as “electric braking wheel”.
- a master cylinder MC (a part of hydraulic braking means BRH described later) that generates a braking hydraulic pressure in response to an operation of a braking operation member (for example, a brake pedal) BP, a generated hydraulic pressure of the master cylinder MC ( In accordance with the master cylinder pressure), the braking torque is adjusted by the braking fluid pressure of the wheel (front wheel) WH [f *] in front of the vehicle to generate a braking force on the front wheel.
- (Hydraulic brake actuator) BRH and a hydraulic unit HU (part of hydraulic braking means BRH) for adjusting the braking hydraulic pressure of the front wheels independently of the master cylinder pressure are mounted.
- the MC is provided with a pressure sensor (one of the braking operation amount acquisition means) for detecting the master cylinder pressure Pmc, and Pmc can be used as Bpa.
- the hydraulic braking means BRH [f *] for the front wheels includes a known brake caliper CPR, wheel cylinder WCR, and friction member (for example, brake pad) MSB.
- a frictional force is generated, a braking torque is generated on the front wheel WH [f *], and a braking force is generated on the front wheel.
- the hydraulic unit HU (a part of the hydraulic braking means BRH) includes a solenoid valve, a hydraulic pump, and an electric motor (not shown). Then, based on instruction signals (solenoid valve and electric motor drive signals) Svt [f *] for anti-skid control, traction control, vehicle stabilization control, etc. calculated by the electronic control unit ECU, the liquid for the front wheels The wheel cylinder pressure (pressure for pushing the MSB) of the pressure braking means BRH is controlled.
- braking force distribution control (EBD control) is control limited to the rear wheels
- the slip suppression control for the front wheels is anti-skid control for preventing the tendency of the wheels to lock.
- the front wheel hydraulic braking means BRH Anti-skid control of the front wheels is performed via the (hydraulic pressure unit HU).
- SVT an instruction signal Svt [f *] for driving the solenoid valve constituting the hydraulic unit HU and the hydraulic pump / electric motor is calculated.
- the anti-skid control of the front wheels via the front wheel braking means BRH is performed. Executed. Specifically, first, the slip speed Vsl [f *] of the front wheels is compared with predetermined values vsb1 and vsb2.
- the predetermined values vsb1 and vsb2 are preset values and have a relationship of vsb1 ⁇ vsb2 ⁇ 0. The smaller the wheel slip speed value, the greater the slip degree. The value vsb1 is more slippery than the value vsb2.
- the acceleration dVw [f *] of the front wheels is compared with predetermined values dvb1 and dvb2.
- the predetermined values dvb1 and dvb2 are preset values and have a relationship of dvb1 (deceleration) ⁇ 0 ⁇ dvb2 (acceleration). Similar to the wheel slip speed, the smaller the wheel acceleration value, the greater the slip degree.
- the value dvb1 is more slippery than the value dvb2.
- the ABS control mode includes a decrease mode in which the braking torque is reduced and an increase mode in which the braking torque is increased.
- the decrease mode is displayed as “decrease” in the calculation map CHfa, and the brake fluid pressure is decreased.
- the increase mode is displayed as “increase” in the calculation map CHfa, and the brake fluid pressure is increased. For example, if Vsl [f *] is less than vsb1 and dVw [f *] is less than dvb1, the decrease mode is selected, and Vsl [f *] is greater than or equal to vsb1 and less than vsb2. , DVw [f *] is greater than or equal to dvb1 and less than dvb2, the increase mode is selected.
- the instruction signal Svt for the electric motor that drives the solenoid valve in the HU and the hydraulic pump is reduced so that the brake hydraulic pressure is reduced to reduce wheel slip and prevent wheel lock.
- the instruction signal Svt is calculated so as to increase the brake fluid pressure in order to increase the wheel slip and recover the braking force.
- ⁇ Slip suppression control via electric braking means for rear wheels In the rear wheel slip suppression control block FAR, slip suppression control (anti-skid control, braking force distribution control) using the electric braking means BRK [r *] is executed. Similarly to the FAE described with reference to FIG. 8, Vsl [r *] is compared with the predetermined values vsc1 and vsc2, and dVw [r *] is compared with the predetermined values dvc1 and dvc2, thereby reducing the braking torque. The “mode” and “increase mode” are determined, and the corrected pushing force Fac is calculated.
- the sudden stop control is executed ("ON") based on the mutual relationship between the front wheel slip speed Vsl [f *] and the acceleration dVw [f *]. Or non-execution (indicated by “OFF”).
- the execution of the sudden stop control is started, and the sudden stop energization amount Iqt is indicated as “0” (control is not executed, “OFF” in the calculation map). .) ”Is instantaneously switched from the current limit value (predetermined value) imm.
- the start of the sudden stop control can be determined based on the individual slip state amount Slp [f *] regardless of the mutual relationship between Vsl [f *] and dVw [f *]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsp1 or less and / or when the wheel acceleration dVw [f *] becomes a predetermined value dvp1 or less, Iqt is changed from “0”. The energization limit value (limit value beyond which this value is not energized) is immediately switched to imm.
- the sudden stop control block QTC it is determined whether or not the sudden stop control can be executed based on the slip state amount Slp [f *] of the front wheels. That is, sudden stop based on the front wheel slip state quantity Slp [f *] (a state quantity based on at least one of the front wheel slip speed Vsl [f *] and the front wheel acceleration dVw [f *]).
- a control flag FLqt is calculated.
- the sudden stop control is executed ("ON") based on the mutual relationship between the front wheel slip speed Vsl [f *] and the acceleration dVw [f *]. Or non-execution (indicated by “OFF”).
- execution of the sudden stop control is started, and the terminals of the electric motor are short-circuited.
- the start of the sudden stop control can be determined based on the individual slip state amount Slp [f *] regardless of the mutual relationship between Vsl [f *] and dVw [f *]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsp1 or less and / or when the wheel acceleration dVw [f *] becomes a predetermined value dvp1 or less, FLqt is changed from “0”. It is instantly switched to “1”.
- the front wheel anti-skid control and the rear wheel sudden stop control are both controlled based on the front wheel slip state quantity Slp [f *].
- the sudden stop control can be started earlier than the front wheel anti-skid control.
- the slip speed start threshold value vsp1 for sudden stop control is set to a value larger than the slip speed start threshold value vsb1 for front wheel anti-skid control (vsp1> vsb1).
- the wheel acceleration start threshold value dvp1 for the sudden stop control is set to a value larger than the wheel acceleration start threshold value dvb1 for the front wheel anti-skid control (dvp1> dvb1).
- the start of the sudden stop control can be performed based on this value by selecting the smaller state quantity among the slip state quantities Slp [f *] of the left and right front wheels. That is, the start of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree among the front wheels. In addition, when the start of the sudden stop control is determined at the rear wheel on one side among the left and right rear wheels, even if the start of the sudden stop control is not determined at the rear wheel on the other side The sudden stop control can be started. The termination of the sudden stop control can be performed separately for the left and right rear wheels.
- the execution of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree, the sudden stop control can be started earlier, and the increase in the slip of the rear wheel is more reliably suppressed. Can be done. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
- the target pushing force Fbt [r *] of the rear wheel is determined based on Bpa based on Bpa in consideration of vertical load fluctuations during braking of the vehicle.
- the braking load (a value obtained by dividing the braking force by the vertical load, which represents the load state of the wheel) is determined to be larger than the braking load of the rear wheel.
- the target pushing force Fbt [r *] is calculated using a characteristic CHfb (see FIG. 5) in which the front wheel braking load is larger than the rear wheel braking load.
- CHfb can be set such that Fbt is increased “convex upward” as Bpa increases.
- a wheel having a large braking load (a ratio between a vertical force and a braking force) is likely to have a higher degree of slip than a wheel having a small braking load. Since the rear wheel sudden stop control is executed based on the slip state amount of the front wheel having a large braking load, the sudden stop control can be started earlier and the increase in the rear wheel slip can be more reliably suppressed.
- the target energization amount Imt of the electric motor is switched stepwise to the energization limit value imm by the sudden stop energization amount Iqt (FIGS. 5, 8, and FIG. 15).
- Imt is set to “0”, and the terminals of the electric motor are short-circuited via an electric resistance (for example, a resistor).
- the electric motor MTR is suddenly decelerated by a so-called dynamic brake (also referred to as Dynamic Brake, also called a power generation brake), and its movement is stopped.
- control flag FLqt [**] which will be described later, is output from the QTC, the Imt is set to “0”, and the terminals of the electric motor are short-circuited, and the first described with reference to FIGS. 5 and 8 Since it is the same as that of embodiment, description is abbreviate
- the switching element is received so that the sudden stop control execution flag FLqt is “1” and the terminals of the electric motor are short-circuited via an electric resistance. Is driven and the target energization amount Imt is reduced to “0”.
- the execution start of the sudden stop control is determined, and the control flag FLqt is changed from “0 (non-execution state)” to “1 (execution state). ) ",
- the switching elements S1 and S2 are energized, the switching elements S3 and S4 are de-energized, and the terminals Ts and Tb of the electric motor are short-circuited.
- the switching elements S3 and S4 can be energized, the switching elements S1 and S2 can be de-energized, and the terminals of the electric motor MTR (between Ts and Tb) can be short-circuited.
- the target energization amount Imt of the MTR is reduced to “0 (non-energized state)”.
- the switching elements Z1 to Z3 are used at the time when execution of the sudden stop control is determined (FLqt ⁇ 1).
- the elements are energized, all the switching elements Z4 to Z6 are de-energized, and at least one of the terminals Tu, Tv and Tw of the electric motor is short-circuited (short-circuited). Is done.
- two or more of the switching elements Z4 to Z6 are energized, all the elements of the switching elements Z1 to Z3 are deenergized, and at least one set of the three terminals is short-circuited. obtain.
- the target energization amount Imt is set to “0” at the same time as the terminals of the electric motor are short-circuited via the electric resistance.
- an individual switching circuit (for example, a relay circuit) can be provided between the terminals of the electric motor.
- the terminals of the electric motor can be short-circuited via an electric resistance (resistor) without using the switching element (S1 or the like).
- the switching circuit is driven by a signal from the switching control block SWT based on the control flag FLqt indicating execution / non-execution of the sudden stop control. That is, based on the signal, the relay between terminals of the electric motor can be switched to an energized (ON) state or a non-energized (OFF) state.
- the power generated by using the electric motor as a generator is consumed by the electric resistance by a dynamic brake that short-circuits the terminals of the electric motor via an electric resistance (for example, a resistor).
- an electric resistance for example, a resistor
- braking torque is applied to the electric motor MTR, and the electric motor MTR is decelerated. That is, the regenerative electric power generated by the kinetic energy (rotational energy) of the MTR is consumed by the electric resistance inside the electric motor including the drive circuit DRV, so that the MTR can be stopped quickly.
- an electrical resistance may exist in the circuit formed by the short circuit between terminals of an electric motor, an individual resistor may not be provided.
- the value Fsf after delay processing of the target value (target pressing force equivalent value) Fst of Fbs is second-order differentiated, and Ijt and Ikt can be calculated based on the second-order derivative value ddFsf.
- FLj and FLk are calculated based on the second-order differential value ddFbf of Fbu, but ddFsf (target pressing force equivalent value delayed by DLY) FLj, FLk can be calculated on the basis of the second-order differential value).
- BRK Electric braking means
- BRH Hydraulic braking means
- ECU Electronic control unit
- MTR Electric motor
- VWA Wheel speed acquisition means
- SLP Slip state amount calculation means
- CTL Control means
- MKA Rotation position acquisition means
- DMK rotational speed acquisition means
- BPA operation amount acquisition means
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Abstract
In this device, "wheel-slip suppression control," in which an electric motor is controlled to reduce wheel braking torque, is implemented on the basis of a wheel-slip-state quantity. Furthermore, "quick stop control," in which rotational movement of the electric motor is quickly stopped, is implemented on the basis of the wheel-slip-state quantity. The quick stop control is initiated on condition that the wheel-slip suppression control is not to be implemented. "Control in which the electrification amount of the electric motor is changed in steps to a preset electrification limit value corresponding to the deceleration direction of the electric motor" can be implemented as the quick stop control. As a result, in this vehicle braking-control device which uses an electric motor to generate braking torque with respect to wheels of a vehicle, the exacerbation of wheel slip due to the influence of inertia or the like of the electric motor can be inhibited when slip suppression control is initiated with respect to the wheels.
Description
本発明は、車両の制動制御装置に関する。
The present invention relates to a vehicle braking control device.
特許文献1には、左右に相対する車輪のブレーキ液圧を個別に調節するアンチスキッド制御(ABS制御ともいう)において、左右の両輪が同時に深いロック状態に落ち込むことを防止することを目的として、「左右に相対する車輪の各々についてABS制御閾値を設定し、左右の車輪のうちの一方のみについてABS制御が開始されたときには、他方の車輪については目標とする車輪のスリップ率を小さくする。」ことが記載されている。この効果として、「一方の車輪に制動液圧の制御が開始されたときに、他方の車輪では予め制御開始条件として設定されたロック傾向が判定される前に制動液圧の制御が開始される。ABS制御の開始に伴って、一方の車輪が比較的深いロック状態に陥ることがあっても、両輪が同時に深いロック状態に陥ることがなくなり、車両の走行安定性が確保される。」旨が記載されている。
In the anti-skid control (also referred to as ABS control) that individually adjusts the brake fluid pressure of the wheels that are opposite to the left and right in Patent Document 1, for the purpose of preventing the left and right wheels from falling into a deep locked state at the same time, “ABS control threshold is set for each of the left and right wheels, and when ABS control is started for only one of the left and right wheels, the slip ratio of the target wheel is reduced for the other wheel.” It is described. As an effect of this, “when the control of the brake fluid pressure on one wheel is started, the control of the brake fluid pressure is started before the lock tendency set in advance as the control start condition is determined on the other wheel. Even if one of the wheels falls into a relatively deep locked state with the start of ABS control, both wheels do not fall into the deep locked state at the same time, and the running stability of the vehicle is ensured. Is described.
また、特許文献2には、ブレーキペダルの踏み込み状態に応じて、制動力を発生させるためのアクチュエータ(電気モータ)への通電量を変化させ、電気的にブレーキ動作を行う車両用ブレーキ装置において、「ブレーキペダルへの踏み込み状態に応じた指示電流を算出し、指示電流の立ち上がり時には指示電流に正符号の補償電流を加算し、指示電流の立ち下がり時から定常状態に移行するまでの間には負符号の補償電流を加算し、補償電流が加算された指示電流に基づいて、ブレーキ駆動用アクチュエータを駆動する。」ことが記載されている。この効果として、「ブレーキ駆動用アクチュエータの慣性モーメント、減衰損、摩擦損に起因する制動トルクの時間遅れをなくすことができ、これらに起因するオーバシュートも低減することが可能となる。」旨が記載されている。
Patent Document 2 discloses a vehicular brake device that performs an electrically braking operation by changing an energization amount to an actuator (electric motor) for generating a braking force in accordance with a depression state of a brake pedal. `` Calculate the command current according to the depression state of the brake pedal, add a positive sign compensation current to the command current at the rise of the command current, and before the transition to the steady state after the command current falls It is described that the compensation current with a negative sign is added and the brake driving actuator is driven based on the command current with the compensation current added. As an effect, “the time delay of the braking torque due to the moment of inertia, damping loss, and friction loss of the actuator for driving the brake can be eliminated, and the overshoot caused by these can be reduced”. Are listed.
特許文献1に記載されるようなABS制御では、過大な車輪スリップが抑制され、車輪の横力が確保されることによって車両安定性が維持され得る。ここで、制動流体(ブレーキフルイド)を用いた液圧式の制動装置では、流体の慣性が無視し得るほどに小さい。従って、減圧指示(制動トルクの減少指示)がなされると制動トルクが直ちに減少させられ得る。これに対し、特許文献2に記載されるような電気モータを利用して制動トルクを制御する電気・機械式の制動装置(所謂、電動ブレーキ。EMB(Electro-Mechanical Brake)と称呼される)においては、電気モータの慣性、及び、速度の制限(最大回転速度)等に起因して、制動トルクの減少指示に対して制動トルクを直ちに減少させることが困難となる。
In ABS control as described in Patent Document 1, excessive wheel slip is suppressed, and vehicle stability can be maintained by ensuring lateral force of the wheels. Here, in the hydraulic brake device using the brake fluid (brake fluid), the inertia of the fluid is negligibly small. Therefore, when a pressure reduction instruction (instruction for reducing braking torque) is given, the braking torque can be immediately reduced. On the other hand, in an electric / mechanical braking device (so-called electric brake, referred to as EMB (Electro-Mechanical Brake)) that controls braking torque using an electric motor as described in Patent Document 2. Because of the inertia of the electric motor, speed limitation (maximum rotational speed), etc., it becomes difficult to immediately reduce the braking torque in response to the braking torque reduction instruction.
以下、この点について、図16を参照しながら詳細に説明する。図16の上図では、運転者による制動操作部材(ブレーキペダル)の操作量Bpa、並びに、摩擦部材(ブレーキパッド)の押し力の目標値Fbuと実際値Fbaの時系列変化の一例が示されている。図16の下図では、この例における電気モータへの通電量の目標値Imtが示されている。
Hereinafter, this point will be described in detail with reference to FIG. The upper diagram of FIG. 16 shows an example of the time series change of the operation amount Bpa of the braking operation member (brake pedal) by the driver and the target value Fbu and the actual value Fba of the pressing force of the friction member (brake pad). ing. The lower diagram of FIG. 16 shows a target value Imt of the energization amount to the electric motor in this example.
この例では、時点t0にて、運転者によって制動操作部材の急操作が開始された。このとき、電気モータの慣性等の影響を補償するため、時点t1~t2の間に亘って、通電量の目標値Imtが「踏み込みに応じた値に対して正符号の補償電流が加算された値」に演算される慣性補償制御が実行される。この慣性補償制御によって、押し力の目標値Fbuに追従して、実際値Fbaが急速に増加される。そして、時点t3にて、車輪スリップが増加して、スリップ抑制制御(アンチスキッド制御)が開始された。即ち、時点t3以降、過大な車輪スリップを抑制するため、押し力目標値Fbuが直ちに急減される。しかしながら、時点t3までは電気モータは押し力を急増するために高速で運動(回転)している。従って、時点t3以降、電気モータの慣性の影響によって、実際の押し力Fbaは直ちに急減され得ず、時点t3から遅れて減少し始める。更に、Fbaの減少勾配(時間的変化)は、電気モータの最大速度の制限を受ける。その結果、車輪スリップが増大するという問題が生じ得る。
In this example, the driver suddenly started the braking operation member at time t0. At this time, in order to compensate for the influence of the inertia of the electric motor or the like, the target value Imt of the energization amount is “a compensation current having a positive sign is added to the value corresponding to the depression” between the time points t1 and t2. Inertia compensation control calculated to “value” is executed. By this inertia compensation control, the actual value Fba is rapidly increased following the target value Fbu of the pressing force. At time t3, the wheel slip increased and slip suppression control (anti-skid control) was started. That is, after the time point t3, in order to suppress excessive wheel slip, the pressing force target value Fbu is rapidly decreased. However, until the time t3, the electric motor moves (rotates) at a high speed in order to increase the pushing force rapidly. Therefore, after the time point t3, due to the influence of the inertia of the electric motor, the actual pushing force Fba cannot be rapidly decreased immediately, but starts to decrease after the time point t3. Furthermore, the decreasing slope (time variation) of Fba is limited by the maximum speed of the electric motor. As a result, the problem of increased wheel slip can arise.
本発明は、上記問題に対処するためになされたものであり、その目的は、車両の4つの車輪のうち一部又は全部である電動制動車輪に対して電気モータによって制動トルクを発生する車両の制動制御装置であって、電動制動車輪に対するアンチスキッド制御等のスリップ抑制制御の実行開始時において、電気モータの慣性(慣性モーメント、慣性質量)等の影響によって電動制動車輪のスリップが過大となることが抑制され得るものを提供することにある。
The present invention has been made to cope with the above-described problem, and an object of the present invention is to provide a vehicle that generates a braking torque by an electric motor with respect to an electric braking wheel that is a part or all of four wheels of the vehicle. Brake control device, when starting execution of slip suppression control such as anti-skid control for electric braking wheel, slip of electric braking wheel becomes excessive due to the influence of inertia (inertia moment, inertial mass) of electric motor It is in providing what can be suppressed.
本発明に係る車両の第1の制動制御装置は、車両の4つの車輪のうち一部又は全部である電動制動車輪(WH[**])に対して制動トルクを、電気モータ(MTR)を介して発生させる電動制動手段(BRK)と、前記車両の4つの車輪(WH[**])の速度(Vwa[**])を取得する車輪速度取得手段(VWA)と、前記4つの車輪の速度(Vwa[**])に基づいて、前記車両の4つの車輪のスリップ度合を表すスリップ状態量(Slp[**])を演算するスリップ状態量演算手段(SLP)と、前記電動制動車輪のスリップ状態量(Slp[**])に基づいて、前記電動制動車輪のスリップを抑制するスリップ抑制制御を実行するために前記電気モータ(MTR)の目標通電量(Imt)を演算し、前記目標通電量(Imt)に基づいて前記電動制動車輪について前記電気モータ(MTR)を制御する(電動制動車輪の制動トルク(押し力)を減少する)制御手段(CTL)と、を備える。
A first braking control device for a vehicle according to the present invention provides a braking torque to an electric braking wheel (WH [**]) which is a part or all of four wheels of a vehicle, and an electric motor (MTR). Electric braking means (BRK) generated via the wheel, wheel speed obtaining means (VWA) for obtaining the speed (Vwa [**]) of the four wheels (WH [**]) of the vehicle, and the four wheels Slip state quantity calculating means (SLP) for calculating a slip state quantity (Slp [**]) representing the slip degree of the four wheels of the vehicle based on the speed (Vwa [**]) of the vehicle, and the electric braking Based on the wheel slip state amount (Slp [**]), a target energization amount (Imt) of the electric motor (MTR) is calculated in order to execute slip suppression control that suppresses slipping of the electric braking wheel; The electric braking vehicle based on the target energization amount (Imt) For comprises, between the control the electric motor (MTR) (to reduce the braking torque of the electric braking wheel (pressing force)) control means (CTL).
前記第1の制動制御装置の特徴は、前記制御手段(CTL)が、前記4つの車輪のうちの何れかである第1車輪(WH[**])のスリップ状態量(Slp[**])に基づいて、前記電気モータ(MTR)の(電動制動車輪の制動トルクを増加する方向の)回転運動を急停止(急減速)する急停止制御を実行するために前記目標通電量(Imt)を調整し、前記調整された目標通電量(Imt)に基づいて前記電動制動車輪について前記電気モータ(MTR)を制御するように構成されたことにある。
The first braking control device is characterized in that the control means (CTL) is a slip state quantity (Slp [**]) of the first wheel (WH [**]) which is one of the four wheels. ) Based on the target energization amount (Imt) to execute sudden stop control for suddenly stopping (rapidly decelerating) the rotational motion of the electric motor (MTR) (in the direction of increasing the braking torque of the electric braking wheel). And the electric motor (MTR) is controlled for the electric braking wheel based on the adjusted target energization amount (Imt).
前記急停止制御としては、前記急停止制御の開始が判定された時点で、前記電気モータ(MTR)の目標通電量(Imt)を、前記電気モータの減速方向に対応する予め設定された通電限界値(imm)にステップ的に変更する制御が実行される。これにより、電気モータに対して大きい減速方向のトルクが作用し、電気モータが急減速・急停止させられる。この場合、前記通電限界値(imm)は、前記電気モータ(MTR)、及び、前記電気モータの駆動回路(DRV)のうちの少なくとも1つに通電可能な電流の最大値に基づいて決定され得る。
As the sudden stop control, when the start of the sudden stop control is determined, a target energization amount (Imt) of the electric motor (MTR) is set to a preset energization limit corresponding to the deceleration direction of the electric motor. Control to change stepwise to the value (imm) is executed. Thereby, a large torque in the deceleration direction acts on the electric motor, and the electric motor is suddenly decelerated and stopped. In this case, the energization limit value (imm) may be determined based on the maximum value of current that can be energized to at least one of the electric motor (MTR) and the drive circuit (DRV) of the electric motor. .
前記第1の制動制御装置によれば、第1車輪のスリップ状態量に基づいて、電動制動車輪の制動トルク調整用の電気モータの急停止制御が開始・実行される。従って、運転者によって制動操作部材の急操作がなされる場合、急停止制御の実行によって、前記急操作に起因して電動制動車輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動が、早期に減速・停止させられ得る。この結果、その直後に電動制動車輪のスリップ抑制制御が開始される場合においても、電気モータを直ちに逆方向に回転させて電動制動車輪の制動トルク(押し力)を直ちに急減させることができる。この結果、電動制動車輪のスリップが過大となることが確実に抑制され得る。
According to the first braking control device, the sudden stop control of the electric motor for adjusting the braking torque of the electric braking wheel is started and executed based on the slip state amount of the first wheel. Therefore, when the driver suddenly operates the braking operation member, the sudden stop control causes the electric braking wheel to rotate at a high speed in a direction that rapidly increases the braking torque (pushing force) due to the sudden operation. The rotating motion of the electric motor can be decelerated and stopped early. As a result, even when the slip suppression control of the electric braking wheel is started immediately after that, the electric motor can be immediately rotated in the reverse direction to immediately reduce the braking torque (pushing force) of the electric braking wheel. As a result, excessive slip of the electric braking wheel can be reliably suppressed.
本発明に係る車両の第2の制動制御装置は、前記第1の制動制御装置に対して、前記急停止制御のみが異なる。前記第2の制動制御装置では、前記急停止制御として、前記急停止制御の開始が判定された時点で、前記目標通電量(Imt)をゼロに設定するとともに、前記電気モータ(MTR)の端子間(Ts-Tb間、Tu-Tv-Tw間)を短絡する制御が実行される。前記端子間の短絡は、前記電気モータの駆動手段(DRV)を構成するスイッチング手段(S1~S4、Z1~Z6)によって実行され得る。これにより、所謂ダイナミックブレーキ(Dynamic Brake、発電ブレーキともいう)が作用して、電気モータが急減速・急停止させられる。前記第2の制動制御装置によっても、前記第1の制動制御装置と同じ上述した作用・効果が奏され得る。
The second braking control device for a vehicle according to the present invention is different from the first braking control device only in the sudden stop control. In the second braking control device, as the sudden stop control, when the start of the sudden stop control is determined, the target energization amount (Imt) is set to zero and the terminal of the electric motor (MTR) is set. Control for short-circuiting between Ts-Tb and between Tu-Tv-Tw is executed. The short circuit between the terminals can be executed by switching means (S1 to S4, Z1 to Z6) constituting the driving means (DRV) of the electric motor. As a result, a so-called dynamic brake (also referred to as Dynamic Brake, also referred to as a power generation brake) acts, and the electric motor is suddenly decelerated and stopped. Also by the second braking control device, the same operations and effects as those of the first braking control device can be achieved.
本発明に係る車両の第3の制動制御装置は、車両の運転者による制動操作部材(BP)の操作量(Bpa)を取得する操作量取得手段(BPA)と、車両の4つの車輪のうち一部又は全部である電動制動車輪(WH[**])に対して制動トルクを、電気モータ(MTR)を介して発生させる電動制動手段(BRK)と、前記車両の4つの車輪(WH[**])の速度(Vwa[**])を取得する車輪速度取得手段(VWA)と、前記4つの車輪の速度(Vwa[**])に基づいて、前記車両の4つの車輪のスリップ度合を表すスリップ状態量(Slp[**])を演算するスリップ状態量演算手段(SLP)と、前記電動制動車輪について前記電気モータ(MTR)の目標通電量(Imt)を前記操作量(Bpa)に応じた値に演算し、前記目標通電量(Imt)に基づいて前記電動制動車輪について前記電気モータ(MTR)を制御するとともに、前記電動制動車輪のスリップ状態量(Slp[**])に基づいて、前記電動制動車輪のスリップを抑制するスリップ抑制制御を実行するために前記目標通電量(Imt)を調整し、前記調整された目標通電量(Imt)に基づいて前記電動制動車輪について前記電気モータ(MTR)を制御する(電動制動車輪の制動トルク(押し力)を減少する)制御手段(CTL)と、を備える。
A third braking control device for a vehicle according to the present invention includes an operation amount acquisition means (BPA) for acquiring an operation amount (Bpa) of a braking operation member (BP) by a vehicle driver, and among four wheels of the vehicle Electric braking means (BRK) for generating a braking torque for an electric braking wheel (WH [**]) that is a part or all of the electric braking wheel (WH [**]) via an electric motor (MTR), and four wheels (WH [ **]) wheel speed acquisition means (VWA) for acquiring the speed (Vwa [**]) and the four wheel slips of the vehicle based on the four wheel speeds (Vwa [**]). A slip state amount calculating means (SLP) for calculating a slip state amount (Slp [**]) representing the degree, and a target energization amount (Imt) of the electric motor (MTR) for the electric braking wheel is set to the operation amount (Bpa). ) To obtain a target energization amount (Imt Slip suppression control that controls the electric motor (MTR) for the electric braking wheel based on the slip and suppresses the slip of the electric braking wheel based on the slip state quantity (Slp [**]) of the electric braking wheel To adjust the target energization amount (Imt) and control the electric motor (MTR) for the electric braking wheel based on the adjusted target energization amount (Imt) (braking torque of the electric braking wheel) Control means (CTL) for reducing (pushing force).
また、前記制御手段(CTL)は、前記操作量(Bpa)に基づいて、前記電動制動車輪について前記電動制動手段(BRK)の慣性の影響を補償する慣性補償制御を実行するか否かを判定し、前記慣性補償制御の実行を判定した場合(Ijt>0、又は、FLj←1)には、前記電気モータの目標通電量(Imt)を前記操作量(Bpa)に応じた値から増大する慣性補償制御を実行するように構成される。
Further, the control means (CTL) determines whether or not to execute inertia compensation control for compensating for the influence of inertia of the electric braking means (BRK) for the electric braking wheel based on the operation amount (Bpa). If it is determined that the inertia compensation control is to be executed (Ijt> 0 or FLj ← 1), the target energization amount (Imt) of the electric motor is increased from a value corresponding to the operation amount (Bpa). It is comprised so that inertia compensation control may be performed.
前記第3の制動制御装置の特徴は、前記制御手段(CTL)が、前記4つの車輪のうちの何れかである第1車輪(WH[**])のスリップ状態量(Slp[**])に基づいて、前記電気モータ(MTR)の(電動制動車輪の制動トルクを増加する方向の)回転運動を急停止(急減速)する急停止制御を実行するために前記目標通電量(Imt)を調整し、前記調整された目標通電量(Imt)に基づいて前記電動制動車輪について前記電気モータ(MTR)を制御するように構成され、更に、前記電動制動車輪について前記慣性補償制御の実行中に前記急停止制御の開始が判定された場合には、前記慣性補償制御を停止して前記急停止制御のみを実行するように構成されたことにある。
The third braking control device is characterized in that the control means (CTL) is the slip state amount (Slp [**]) of the first wheel (WH [**]) which is one of the four wheels. ) Based on the target energization amount (Imt) to execute sudden stop control for suddenly stopping (rapidly decelerating) the rotational motion of the electric motor (MTR) (in the direction of increasing the braking torque of the electric braking wheel). And the electric motor (MTR) is controlled for the electric braking wheel based on the adjusted target energization amount (Imt), and the inertia compensation control is being executed for the electric braking wheel. When the start of the sudden stop control is determined, the inertia compensation control is stopped and only the sudden stop control is executed.
ここにおいて、前記慣性補償制御が実行されていることを条件に、前記急停止制御の開始が判定され得る。加えて、前記電動制動車輪のスリップ抑制制御が実行されていないことを条件に、前記急停止制御の開始が判定され得る。前記急停止制御としては、前記第1の制動制御装置、又は、前記第2の制動制御装置にて実行される制御が採用される。
Here, the start of the sudden stop control can be determined on the condition that the inertia compensation control is being executed. In addition, the start of the sudden stop control can be determined on the condition that the slip suppression control of the electric braking wheel is not executed. As the sudden stop control, control executed by the first braking control device or the second braking control device is employed.
前記第3の制動制御装置によっても、前記第1、第2の制動制御装置と同じ上述した作用・効果が奏され得る。加えて、前記第3の制動制御装置によれば、前記慣性補償制御の実行中に前記急停止制御の開始が判定された場合には、前記慣性補償制御を停止して前記急停止制御のみが実行される。換言すれば、上述した典型的な場面において、前記慣性補償制御が停止されて急停止制御のみが実行される。前記慣性補償制御は、電気モータの「電動制動車輪の制動トルクを増加する方向の回転運動」を促す方向の制御である。従って、この構成によれば、前記慣性補償制御が継続される場合と比べて、電気モータの(電動制動車輪の制動トルクを増加する方向の)回転運動をより早期に減速・停止することができる。
The same actions and effects as described above for the first and second braking control devices can also be achieved by the third braking control device. In addition, according to the third braking control device, when the start of the sudden stop control is determined during the execution of the inertia compensation control, the inertia compensation control is stopped and only the sudden stop control is performed. Executed. In other words, in the typical scene described above, the inertia compensation control is stopped and only the sudden stop control is executed. The inertia compensation control is a control in a direction that prompts the “rotational motion in the direction of increasing the braking torque of the electric braking wheel” of the electric motor. Therefore, according to this configuration, the rotational motion of the electric motor (in the direction of increasing the braking torque of the electric braking wheel) can be decelerated and stopped earlier than when the inertia compensation control is continued. .
前記第1~第3の制動制御装置においては、前記第1車輪と前記電動制動車輪とは、異なっていてもよいし、同じであってもよい。前記第1車輪として、4つの車輪のうち「車輪のスリップ状態量によって表されるスリップ度合が最も大きい車輪」が選択され得る。これにより、第1車輪としてその他の車輪が選択される場合と比べて、急停止制御をより早期に開始できる。従って、(運転者による制動操作部材の急操作に起因して)電動制度車輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動を、より早期に減速・停止することができる。
In the first to third braking control devices, the first wheel and the electric braking wheel may be different or the same. As the first wheel, among the four wheels, a “wheel having the largest slip degree represented by the slip state amount of the wheel” may be selected. Thereby, compared with the case where another wheel is selected as the first wheel, the sudden stop control can be started earlier. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the electric system wheel (due to the sudden operation of the braking operation member by the driver) is decelerated earlier.・ Can be stopped.
前記第1、第2の制動制御装置においては、前記急停止制御は、前記電動制動車輪のスリップ抑制制御が実行されていないことを条件に開始され得る。また、前記第1車輪のスリップ状態量(Slp[**])によって表される前記第1車輪のスリップ度合が第1度合(vsq1、dvq1)を超えたときに、前記急停止制御の開始を判定するように構成され得る。
In the first and second braking control devices, the sudden stop control may be started on the condition that the slip suppression control of the electric braking wheel is not executed. In addition, when the slip degree of the first wheel represented by the slip state quantity (Slp [**]) of the first wheel exceeds the first degree (vsq1, dvq1), the sudden stop control is started. It can be configured to determine.
前記第1、第2の制動制御装置において、前記車両の運転者による制動操作部材(BP)の操作量(Bpa)を取得する操作量取得手段(BPA)を備える場合、前記制御手段(CTL)は、前記電動制動車輪について前記電気モータ(MTR)の目標通電量(Imt)を、前記操作量(Bpa)に応じた値に調整するように構成され得る。
When the first and second braking control devices include an operation amount acquisition means (BPA) for acquiring an operation amount (Bpa) of the braking operation member (BP) by the driver of the vehicle, the control means (CTL) May be configured to adjust the target energization amount (Imt) of the electric motor (MTR) for the electric braking wheel to a value corresponding to the operation amount (Bpa).
この場合、前記制御手段(CTL)は、前記操作量(Bpa)に基づいて、前記電動制動車輪について前記電動制動手段(BRK)の慣性の影響を補償する慣性補償制御を実行するか否かを判定し、前記慣性補償制御の実行を判定した場合(Ijt>0、又は、FLj←1)には、前記電気モータの目標通電量(Imt)を前記操作量(Bpa)に応じた値から増大する慣性補償制御を実行するように構成され得る。そして、前記制御手段(CTL)は、前記慣性補償制御の実行中に前記急停止制御の開始が判定された場合には、前記慣性補償制御を停止して前記急停止制御のみを実行するように構成され得る。ここにおいて、前記慣性補償制御が実行されていることを条件に、前記急停止制御の開始を判定するように構成され得る。
In this case, the control means (CTL) determines whether or not to execute inertia compensation control for compensating the influence of the inertia of the electric braking means (BRK) for the electric braking wheel based on the operation amount (Bpa). If it is determined and execution of the inertia compensation control is determined (Ijt> 0 or FLj ← 1), the target energization amount (Imt) of the electric motor is increased from a value corresponding to the operation amount (Bpa). It can be configured to execute inertia compensation control. The control means (CTL) stops the inertia compensation control and executes only the sudden stop control when it is determined that the sudden stop control is started during the execution of the inertia compensation control. Can be configured. Here, it may be configured to determine the start of the sudden stop control on condition that the inertia compensation control is being executed.
電動制動車輪のスリップ抑制制御において、電気モータの慣性の影響が問題となる典型例として、路面摩擦係数の高い路面(例えば、乾燥したアスファルト路面)上で、運転者による急制動がなされ、前記慣性補償制御によって、電気モータが加速されている最中に、電動制動車輪のスリップ抑制制御が必要となる場面が挙げられる。
In the slip suppression control of the electric braking wheel, as a typical example in which the influence of the inertia of the electric motor becomes a problem, the driver suddenly brakes on the road surface having a high road surface friction coefficient (for example, a dry asphalt road surface), and the inertia There is a case where slip suppression control of the electric braking wheel is required while the electric motor is accelerated by the compensation control.
上記の構成は、係る典型的な場面を考慮して得られた構成である。前記慣性補償制御は、電気モータの「電動制動車輪の制動トルクを増加する方向の回転運動」を促す方向の制御である。上記構成によれば、上記典型的な場面において、前記慣性補償制御を停止して急停止制御のみが実行される。従って、前記慣性補償制御が継続される場合と比べて、電気モータの(電動制動車輪の制動トルクを増加する方向の)回転運動をより早期に減速・停止することができる。
The above configuration is a configuration obtained in consideration of such typical scenes. The inertia compensation control is a control in a direction that prompts the “rotational motion in the direction of increasing the braking torque of the electric braking wheel” of the electric motor. According to the above configuration, in the typical scene, the inertia compensation control is stopped and only the sudden stop control is executed. Therefore, the rotational motion of the electric motor (in the direction of increasing the braking torque of the electric braking wheel) can be decelerated and stopped earlier than when the inertia compensation control is continued.
前記第1、第2の制動制御装置において、前記電気モータ(MTR)の速度(dMk)を取得するモータ速度取得手段(DMK)を備える場合、前記電気モータの速度(dMk)が第1所定速度(dmk1)以上であることを条件に、前記急停止制御を開始するように構成され得る。この場合、前記電気モータの速度(dMk)が前記第1所定速度(dmk1)より小さい第2所定速度(dmk2)未満となったことに基づいて、前記急停止制御を終了するように構成され得る。これらの構成は、電気モータの速度が大きいほど電気モータの慣性の影響が大きくなることに基づく。
When the first and second braking control devices include motor speed acquisition means (DMK) for acquiring the speed (dMk) of the electric motor (MTR), the speed (dMk) of the electric motor is a first predetermined speed. It may be configured to start the sudden stop control on condition that it is equal to or greater than (dmk1). In this case, the rapid stop control may be terminated based on the fact that the speed (dMk) of the electric motor is less than a second predetermined speed (dmk2) smaller than the first predetermined speed (dmk1). . These configurations are based on the fact that the influence of the inertia of the electric motor increases as the speed of the electric motor increases.
前記第1の制動制御装置において、前記車両の前輪(WH[f*])に対して制動トルクを、制動液圧を介して発生させる液圧制動手段(MC、HU、BRH)を備え、且つ、前記電動制動手段(BRK)が備えられた前記電動制動車輪は、前記車両の後輪(WH[r*])である場合が想定される。加えて、「前記車両の制動時、前記前輪に作用する垂直荷重に対する前記前輪に発生される制動力の割合が、前記後輪に作用する垂直荷重に対する前記後輪に発生される制動力の割合より大きくなるように、前記電動制動車輪(後輪)に付与される制動トルクが調整される構成」が想定される。
The first braking control device includes hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via a braking hydraulic pressure, and It is assumed that the electric braking wheel provided with the electric braking means (BRK) is a rear wheel (WH [r *]) of the vehicle. In addition, when braking the vehicle, the ratio of the braking force generated on the front wheel to the vertical load acting on the front wheel is the ratio of the braking force generated on the rear wheel to the vertical load acting on the rear wheel. It is assumed that the braking torque applied to the electric braking wheel (rear wheel) is adjusted to be larger.
この場合、前記制御手段(CTL)は、前記第1車輪としての前記前輪のスリップ状態量(Slp[f*])に基づいて、前記急停止制御の開始を判定するように構成されることが好適である。
In this case, the control means (CTL) is configured to determine the start of the sudden stop control based on a slip state quantity (Slp [f *]) of the front wheel as the first wheel. Is preferred.
一般に、車両の制動時に(即ち、減速中)、前輪の制動負荷(車輪において垂直荷重に対する制動力の割合、即ち、車輪に発生される制動力を車輪に作用する垂直荷重で除して得られる値)が後輪の制動負荷より大きくなるように、4つの車輪の制動トルクが各諸元等に基づいて設定される。この場合、前輪のスリップ度合(滑りの程度)が後輪のスリップ度合より大きくなる。従って、運転者によって制動操作部材の急操作がなされる場合、後輪のスリップ度合よりも先に前輪のスリップ度合が増大していく。上記構成によれば、前輪のスリップ状態量に基づいて、後輪の制動トルク調整用の電気モータの急停止制御が開始・実行される。従って、後輪のスリップ状態量に基づいて急停止制御が開始・実行される場合と比べて、(運転者による制動操作部材の急操作に起因して)後輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動を、より早期に減速・停止させることができる。この結果、その直後に後輪のスリップ抑制制御が開始される場合においても、電気モータを直ちに逆方向に回転させて後輪の制動トルク(押し力)を直ちに急減させることができる。この結果、後輪のスリップが過大となることが確実に抑制され得る。
Generally, when braking the vehicle (that is, during deceleration), the braking load of the front wheels (the ratio of the braking force to the vertical load at the wheel, that is, the braking force generated on the wheel is divided by the vertical load acting on the wheel). The braking torque of the four wheels is set on the basis of the specifications and the like so that the value) is larger than the braking load of the rear wheels. In this case, the slip degree (slip degree) of the front wheels is larger than the slip degree of the rear wheels. Therefore, when the driver suddenly operates the braking operation member, the slip degree of the front wheels increases before the slip degree of the rear wheels. According to the above configuration, the sudden stop control of the electric motor for adjusting the braking torque of the rear wheel is started and executed based on the slip state amount of the front wheel. Therefore, compared with the case where the sudden stop control is started and executed based on the slip state amount of the rear wheel, the braking torque (pressing force) of the rear wheel is reduced (due to the sudden operation of the braking operation member by the driver). It is possible to decelerate and stop the rotary motion of the electric motor that is rotating at high speed in the direction of rapid increase at an earlier stage. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the braking torque (pushing force) of the rear wheel can be rapidly decreased by immediately rotating the electric motor in the reverse direction. As a result, excessive slip of the rear wheel can be reliably suppressed.
上記のように、前記車両の前輪(WH[f*])に対して制動トルクを、制動液圧を介して発生させる液圧制動手段(MC、HU、BRH)を備えられる場合、前記前輪のスリップ状態量(Slp[f*])に基づいて、前記前輪のスリップを抑制する前輪のスリップ抑制制御を実行するために前記前輪の制動液圧を減少するように構成され得る。
As described above, when hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via the braking hydraulic pressure is provided, Based on the slip state quantity (Slp [f *]), the brake fluid pressure of the front wheel may be reduced in order to execute the slip suppression control of the front wheel that suppresses the slip of the front wheel.
この場合、前記制御手段(CTL)は、前記前輪のスリップ状態量(Slp[f*])によって表される前輪のスリップ度合が第1度合(vsq1、dvq1)を超えたときに前記急停止制御を開始し、前記前輪のスリップ状態量(Slp[f*])によって表される前輪のスリップ度合が前記第1度合(vsq1、dvq1)より大きい第2度合(vsb1、dvb1)を超えたときに前記前輪のスリップ抑制制御を開始するように構成されることが好適である。
In this case, the control means (CTL) performs the sudden stop control when the front wheel slip degree represented by the front wheel slip state quantity (Slp [f *]) exceeds the first degree (vsq1, dvq1). And the slip degree of the front wheel represented by the slip state quantity (Slp [f *]) of the front wheel exceeds a second degree (vsb1, dvb1) greater than the first degree (vsq1, dvq1). It is preferable that the front wheel slip suppression control is started.
これによれば、運転者によって制動操作部材の急操作がなされる場合において、前輪のスリップ抑制制御が開始される前の段階、即ち、前輪のスリップ度合が僅かに増加する段階で急停止制御が開始され得る。上述のように、この段階では後輪のスリップ度合が未だ増大していない。従って、後輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動が、確実に早期に減速・停止させられ得る。この結果、その直後に後輪のスリップ抑制制御が開始される場合においても、電気モータを直ちに逆方向に回転させることができ、後輪のスリップが過大となることがより一層確実に抑制され得る。なお、運転者によって制動操作部材の急操作がなされる場合の典型的なパターンとして、「先ず、後輪の電気モータの急停止制御が開始され、次に、前輪のスリップ抑制制御が開始され、次に、後輪のスリップ抑制制御が開始されるパターン」が想定され得る。
According to this, when the driver suddenly operates the braking operation member, the sudden stop control is performed at a stage before the front wheel slip suppression control is started, that is, at a stage where the slip degree of the front wheel slightly increases. Can be started. As described above, the slip degree of the rear wheels has not yet increased at this stage. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the rear wheels can be surely decelerated and stopped early. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the electric motor can be immediately rotated in the reverse direction, and excessive slip of the rear wheel can be more reliably suppressed. . In addition, as a typical pattern when the driver suddenly operates the braking operation member, “First, the sudden stop control of the electric motor of the rear wheel is started, then, the slip suppression control of the front wheel is started, Next, a pattern in which rear wheel slip suppression control is started can be assumed.
前記第3の制動制御装置において、前記車両の前輪(WH[f*])に対して制動トルクを、制動液圧を介して発生させる液圧制動手段(MC、HU、BRH)を備え、且つ、前記電動制動手段(BRK)が備えられた前記電動制動車輪は、前記車両の後輪(WH[r*])である場合が想定される。加えて、「前記車両の制動時、前記前輪に付与される制動力を前記前輪に作用する垂直荷重で除して得らえる前輪の制動負荷が、前記後輪に付与される制動力を前記後輪に作用する垂直荷重で除して得られる後輪の制動負荷より大きくなるように、前記電動制動車輪(後輪)に付与される制動トルクが調整される構成」が想定される。
The third braking control device includes hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via a braking hydraulic pressure, and It is assumed that the electric braking wheel provided with the electric braking means (BRK) is a rear wheel (WH [r *]) of the vehicle. In addition, “when braking the vehicle, the braking load applied to the front wheels is obtained by dividing the braking force applied to the front wheels by the vertical load acting on the front wheels. A configuration is assumed in which the braking torque applied to the electric braking wheel (rear wheel) is adjusted so as to be larger than the braking load of the rear wheel obtained by dividing by the vertical load acting on the rear wheel.
この場合、前記制御手段(CTL)は、前記第1車輪としての前記前輪のスリップ状態量(Slp[f*])に基づいて、前記急停止制御の開始を判定するように構成されることが好適である。
In this case, the control means (CTL) is configured to determine the start of the sudden stop control based on a slip state quantity (Slp [f *]) of the front wheel as the first wheel. Is preferred.
一般に、車両の制動時に(即ち、減速中)、前輪の制動負荷(車輪において垂直荷重に対する制動力の割合、即ち、車輪に発生される制動力を車輪に作用する垂直荷重で除して得られる値)が後輪の制動負荷より大きくなるように、4つの車輪の制動トルクが各諸元等に基づいて設定される。この場合、前輪のスリップ度合が後輪のスリップ度合より大きくなる。従って、運転者によって制動操作部材の急操作がなされる場合、後輪のスリップ度合よりも先に前輪のスリップ度合が増大していく。上記構成によれば、前輪のスリップ状態量に基づいて、後輪の制動トルク調整用の電気モータの急停止制御が開始・実行される。従って、後輪のスリップ状態量に基づいて急停止制御が開始・実行される場合と比べて、(運転者による制動操作部材の急操作に起因して)後輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動を、より早期に減速・停止させることができる。この結果、その直後に後輪のスリップ抑制制御が開始される場合においても、電気モータを直ちに逆方向に回転させて後輪の制動トルク(押し力)を直ちに急減させることができる。この結果、後輪のスリップが過大となることが確実に抑制され得る。
Generally, when braking the vehicle (that is, during deceleration), the braking load of the front wheels (the ratio of the braking force to the vertical load at the wheel, that is, the braking force generated on the wheel is divided by the vertical load acting on the wheel). The braking torque of the four wheels is set on the basis of the specifications and the like so that the value) is larger than the braking load of the rear wheels. In this case, the slip degree of the front wheel is larger than the slip degree of the rear wheel. Therefore, when the driver suddenly operates the braking operation member, the slip degree of the front wheels increases before the slip degree of the rear wheels. According to the above configuration, the sudden stop control of the electric motor for adjusting the braking torque of the rear wheel is started and executed based on the slip state amount of the front wheel. Therefore, compared with the case where the sudden stop control is started and executed based on the slip state amount of the rear wheel, the braking torque (pressing force) of the rear wheel is reduced (due to the sudden operation of the braking operation member by the driver). It is possible to decelerate and stop the rotary motion of the electric motor that is rotating at high speed in the direction of rapid increase at an earlier stage. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the braking torque (pushing force) of the rear wheel can be rapidly decreased by immediately rotating the electric motor in the reverse direction. As a result, excessive slip of the rear wheel can be reliably suppressed.
上記のように、前記車両の前輪(WH[f*])に対して制動トルクを、制動液圧を介して発生させる液圧制動手段(MC、HU、BRH)を備えられる場合、前記前輪のスリップ状態量(Slp[f*])に基づいて、前記前輪のスリップを抑制する前輪のスリップ抑制制御を実行するために前記前輪の制動液圧を減少するように構成され得る。
As described above, when hydraulic braking means (MC, HU, BRH) for generating a braking torque for the front wheels (WH [f *]) of the vehicle via the braking hydraulic pressure is provided, Based on the slip state quantity (Slp [f *]), the brake fluid pressure of the front wheel may be reduced in order to execute the slip suppression control of the front wheel that suppresses the slip of the front wheel.
この場合、前記制御手段(CTL)は、前記前輪のスリップ状態量(Slp[f*])によって表される前輪のスリップ度合が第1度合(vsq1、dvq1)を超えたときに前記急停止制御を開始し、前記前輪のスリップ状態量(Slp[f*])によって表される前輪のスリップ度合が前記第1度合(vsq1、dvq1)より大きい第2度合(vsb1、dvb1)を超えたときに前記前輪のスリップ抑制制御を開始するように構成されることが好適である。
In this case, the control means (CTL) performs the sudden stop control when the front wheel slip degree represented by the front wheel slip state quantity (Slp [f *]) exceeds the first degree (vsq1, dvq1). And the slip degree of the front wheel represented by the slip state quantity (Slp [f *]) of the front wheel exceeds a second degree (vsb1, dvb1) greater than the first degree (vsq1, dvq1). It is preferable that the front wheel slip suppression control is started.
これによれば、運転者によって制動操作部材の急操作がなされる場合において、前輪のスリップ抑制制御が開始される前の段階、即ち、前輪のスリップ度合が僅かに増加する段階で急停止制御が開始され得る。上述のように、この段階では後輪のスリップ度合が未だ増大していない。従って、後輪の制動トルク(押し力)を急増する方向に高速で回転運動している電気モータの回転運動が、確実に早期に減速・停止させられ得る。この結果、その直後に後輪のスリップ抑制制御が開始される場合においても、電気モータを直ちに逆方向に回転させることができ、後輪のスリップが過大となることがより一層確実に抑制され得る。なお、運転者によって制動操作部材の急操作がなされる場合の典型的なパターンとして、「先ず、後輪の電気モータの急停止制御が開始され、次に、前輪のスリップ抑制制御が開始され、次に、後輪のスリップ抑制制御が開始されるパターン」が想定され得る。
According to this, when the driver suddenly operates the braking operation member, the sudden stop control is performed at a stage before the front wheel slip suppression control is started, that is, at a stage where the slip degree of the front wheel slightly increases. Can be started. As described above, the slip degree of the rear wheels has not yet increased at this stage. Therefore, the rotational motion of the electric motor that is rotating at high speed in the direction of rapidly increasing the braking torque (pushing force) of the rear wheels can be surely decelerated and stopped early. As a result, even when the rear wheel slip suppression control is started immediately thereafter, the electric motor can be immediately rotated in the reverse direction, and excessive slip of the rear wheel can be more reliably suppressed. . In addition, as a typical pattern when the driver suddenly operates the braking operation member, “First, the sudden stop control of the electric motor of the rear wheel is started, then, the slip suppression control of the front wheel is started, Next, a pattern in which rear wheel slip suppression control is started can be assumed.
以下、本発明に係る車両の制動制御装置の実施形態について図面を参照しつつ説明する。なお、各種記号等の末尾に付された添字[**]は、各種記号等が4輪のうちの何れかに関するものであるかを示し、[fl]は左前輪、[fr]は右前輪、[rl]は左後輪、[rr]は右後輪を示す。添字[f*]は前輪のうちの何れかに関するもの、添字[r*]は後輪のうちの何れかに関するものであることを示す。また、4輪に関する各種記号であって、添字が[**]である場合は、[**]が省略されて添字がない場合も含めて、4輪の総称を示す。例えば、VWA[**]、及びVWAは、4輪の車輪速度取得手段の総称を示す。
Hereinafter, embodiments of a vehicle braking control apparatus according to the present invention will be described with reference to the drawings. The subscript [**] attached to the end of various symbols, etc. indicates whether the various symbols are related to any of the four wheels, [fl] is the left front wheel, and [fr] is the right front wheel , [Rl] indicates the left rear wheel, and [rr] indicates the right rear wheel. The subscript [f *] indicates that it relates to any of the front wheels, and the subscript [r *] indicates that it relates to any of the rear wheels. In addition, various symbols relating to four wheels, and when the subscript is [**], a generic name of the four wheels is shown including the case where [**] is omitted and there is no subscript. For example, VWA [**] and VWA are generic names of four-wheel wheel speed acquisition means.
<本発明に係る車両の制動制御装置の実施形態を搭載した車両全体の構成>
図1に示すように、この車両には、運転者が車両を減速するために操作する制動操作部材(例えば、ブレーキペダル)BP、BPの操作に応じて車両の各車輪WH[**]の制動トルクを調整して、車輪に制動力を発生させる電動制動手段(電動ブレーキアクチュエータ)BRK、BRKを制御する電子制御ユニットECU、及び、BRK、ECU等に電力を供給する電源としての蓄電池BATが搭載されている。 <Configuration of Entire Vehicle Equipped with Embodiment of Brake Control Device for Vehicle according to Present Invention>
As shown in FIG. 1, in this vehicle, each wheel WH [**] of the vehicle is operated according to the operation of braking operation members (for example, brake pedals) BP and BP operated by the driver to decelerate the vehicle. An electronic brake unit (electric brake actuator) BRK, which controls the braking torque to generate a braking force on the wheels, an electronic control unit ECU for controlling the BRK, and a storage battery BAT as a power source for supplying electric power to the BRK, ECU, etc. It is installed.
図1に示すように、この車両には、運転者が車両を減速するために操作する制動操作部材(例えば、ブレーキペダル)BP、BPの操作に応じて車両の各車輪WH[**]の制動トルクを調整して、車輪に制動力を発生させる電動制動手段(電動ブレーキアクチュエータ)BRK、BRKを制御する電子制御ユニットECU、及び、BRK、ECU等に電力を供給する電源としての蓄電池BATが搭載されている。 <Configuration of Entire Vehicle Equipped with Embodiment of Brake Control Device for Vehicle according to Present Invention>
As shown in FIG. 1, in this vehicle, each wheel WH [**] of the vehicle is operated according to the operation of braking operation members (for example, brake pedals) BP and BP operated by the driver to decelerate the vehicle. An electronic brake unit (electric brake actuator) BRK, which controls the braking torque to generate a braking force on the wheels, an electronic control unit ECU for controlling the BRK, and a storage battery BAT as a power source for supplying electric power to the BRK, ECU, etc. It is installed.
また、この車両には、BPの操作量Bpaを検出する制動操作量取得手段(例えば、ストロークセンサ、踏力センサ、マスタシリンダ圧センサ)BPA、運転者によるステアリングホイールSWの操作角Saaを検出する操舵角検出手段SAA、車両のヨーレイトYraを検出するヨーレイト検出手段YRA、車両の前後加速度Gxaを検出する前後加速度検出手段GXA、車両の横加速度Gyaを検出する横加速度検出手段GYA、及び、各車輪WH[**]の回転速度(車輪速度)Vwaを検出する車輪速度検出手段VWAが備えられている。各検出値は、他のシステム(他の電子制御ユニット)から通信バスを介して取得され得る。
In addition, the vehicle includes a braking operation amount acquisition means (for example, a stroke sensor, a pedal force sensor, a master cylinder pressure sensor) BPA that detects the operation amount Bpa of the BP, and a steering that detects the operation angle Saa of the steering wheel SW by the driver. Angle detection means SAA, yaw rate detection means YRA for detecting the yaw rate Yra of the vehicle, longitudinal acceleration detection means GXA for detecting the longitudinal acceleration Gxa of the vehicle, lateral acceleration detection means GYA for detecting the lateral acceleration Gya of the vehicle, and each wheel WH Wheel speed detection means VWA for detecting the rotation speed (wheel speed) Vwa of [**] is provided. Each detected value can be obtained from another system (another electronic control unit) via a communication bus.
電動制動手段BRKには、電気モータMTR(図示せず)が備えられ、MTRによって車輪WH[**]の制動トルクが制御される。また、BRKには、摩擦部材MSBが回転部材KTBを押す力Fbaを検出する押し力検出手段(例えば、軸力センサ)FBA、MTRの通電量(例えば、電流値)Imaを検出する通電量検出手段(例えば、電流センサ)IMA、MTRの位置(例えば、回転角)Mkaを検出する位置検出手段(例えば、回転角センサ)MKAが備えられている。
The electric braking means BRK is provided with an electric motor MTR (not shown), and the braking torque of the wheel WH [**] is controlled by the MTR. In addition, in BRK, the energizing amount detection for detecting the energizing amount (for example, current value) Ima of the pressing force detecting means (for example, axial force sensor) FBA, MTR for detecting the force Fba for the friction member MSB to press the rotating member KTB. Position detecting means (for example, rotation angle sensor) MKA for detecting the position (for example, rotation angle) Mka of the means (for example, current sensor) IMA, MTR is provided.
上述した種々の検出手段の検出信号(Bpa等)は、ノイズ除去(低減)フィルタ(例えば、ローパスフィルタ)の処理がなされて、ECUに供給される。ECUでは、本発明に係わる制動制御の演算処理が実行される。即ち、後述する制御手段CTLがECU内にプログラムされ、Bpa等に基づいて電気モータMTRを制御するための目標通電量(例えば、目標電流値、目標デューティ比)Imt[r*]が演算される。また、ECUでは、Vwa[**]、Yra等に基づいて、アンチスキッド制御(ABS)、トラクション制御(TCS)、車両安定化制御(ESC)等の演算処理が実行される。
The detection signals (Bpa and the like) of the various detection means described above are processed by a noise removal (reduction) filter (for example, a low-pass filter) and supplied to the ECU. In the ECU, a braking control calculation process according to the present invention is executed. That is, a control means CTL described later is programmed in the ECU, and a target energization amount (for example, target current value, target duty ratio) Imt [r *] for controlling the electric motor MTR is calculated based on Bpa or the like. . In the ECU, arithmetic processing such as anti-skid control (ABS), traction control (TCS), and vehicle stabilization control (ESC) is executed based on Vwa [**], Yra, and the like.
<電動制動手段(ブレーキアクチュエータ)の構成>
本発明に係る制動制御装置の実施形態では、車両の車輪WH[**]の制動トルクの発生、及び調整が、電気モータMTRによって行われる。 <Configuration of electric braking means (brake actuator)>
In the embodiment of the braking control device according to the present invention, generation and adjustment of the braking torque of the vehicle wheel WH [**] is performed by the electric motor MTR.
本発明に係る制動制御装置の実施形態では、車両の車輪WH[**]の制動トルクの発生、及び調整が、電気モータMTRによって行われる。 <Configuration of electric braking means (brake actuator)>
In the embodiment of the braking control device according to the present invention, generation and adjustment of the braking torque of the vehicle wheel WH [**] is performed by the electric motor MTR.
図2に示すように、電動制動手段BRKは、ブレーキキャリパCPR、回転部材KTB、摩擦部材MSB、電気モータMTR、駆動手段(MTRを駆動するための電気回路)DRV、減速機GSK、回転・直動変換機構HNK、押し力取得手段FBA、位置検出手段MKA、及び、通電量取得手段IMAにて構成されている。ここで、電動制動手段BRKを備えた車輪を「電動制動車輪」と称呼する。
As shown in FIG. 2, the electric braking means BRK includes a brake caliper CPR, a rotating member KTB, a friction member MSB, an electric motor MTR, a driving means (electric circuit for driving the MTR) DRV, a speed reducer GSK, a rotation / direct motion. The dynamic conversion mechanism HNK, the pressing force acquisition means FBA, the position detection means MKA, and the energization amount acquisition means IMA are configured. Here, the wheel provided with the electric braking means BRK is referred to as “electric braking wheel”.
電動ブレーキアクチュエータBRKには、公知の制動装置と同様に、公知のブレーキキャリパCPR、及び、摩擦部材(例えば、ブレーキパッド)MSBが備えられる。MSBが公知の回転部材(例えば、ブレーキロータ)KTBに押し付けられることによって摩擦力が発生し、車輪WH[**]に制動トルクが生じ、制動力が発生される。
The electric brake actuator BRK is provided with a known brake caliper CPR and a friction member (for example, a brake pad) MSB, similarly to a known braking device. When the MSB is pressed against a known rotating member (for example, a brake rotor) KTB, a frictional force is generated, a braking torque is generated on the wheel WH [**], and a braking force is generated.
駆動手段(電気モータMTRの駆動回路)DRVにて、目標通電量(目標値)Imtに基づき電気モータMTRへの通電量(最終的には電流値)が制御される。具体的には、駆動手段DRVには、スイッチング素子(パワートランジスタであって、例えば、MOS-FET)が用いられたブリッジ回路が構成され、目標通電量Imtに基づいてスイッチング素子が駆動され、電気モータMTRの出力が制御される。
The drive means (drive circuit for the electric motor MTR) DRV controls the energization amount (finally the current value) to the electric motor MTR based on the target energization amount (target value) Imt. Specifically, a bridge circuit using a switching element (a power transistor, for example, a MOS-FET) is configured in the driving unit DRV, and the switching element is driven based on the target energization amount Imt. The output of the motor MTR is controlled.
電気モータMTRの出力(出力トルク)は、減速機(例えば、歯車)GSKを介して回転・直動変換機構HNKに伝達される。そして、HNKによって、回転運動が直線運動に変換されてピストンPSNが回転部材(ブレーキディスク)KTBに向かって前進される。そして、ピストンPSNが摩擦部材(ブレーキパッド)MSBをKTBに向かって押すため、摩擦部材MSBが回転部材KTBに押し付けられる。KTBは車輪WH[r*]に固定されており、MSBとKTBとの摩擦によって、車輪WH[**]に制動トルクが発生し、調整される。
The output (output torque) of the electric motor MTR is transmitted to the rotation / linear motion conversion mechanism HNK via a reduction gear (for example, a gear) GSK. Then, the rotating motion is converted into a linear motion by HNK, and the piston PSN is advanced toward the rotating member (brake disc) KTB. And since piston PSN pushes friction member (brake pad) MSB toward KTB, friction member MSB is pressed against rotation member KTB. KTB is fixed to the wheel WH [r *], and braking torque is generated in the wheel WH [**] and adjusted by friction between the MSB and KTB.
回転・直動変換機構HNKとして、「滑り」によって動力伝達(滑り伝達)を行う滑りネジ(例えば、台形ネジ)が用いられる。ネジHNJが回転し、それと螺合されるナットHNTがKTBに対して、直線運動として前進又は後退される。HNKとして、「転がり」によって動力伝達(転がり伝達)を行うボールネジが用いられ得る。
As the rotation / linear motion conversion mechanism HNK, a slide screw (for example, a trapezoidal screw) that performs power transmission (slip transmission) by “slip” is used. The screw HNJ rotates, and the nut HNT screwed with the screw HNJ moves forward or backward as a linear motion with respect to KTB. As the HNK, a ball screw that performs power transmission (rolling transmission) by “rolling” may be used.
モータ駆動回路DRVには、実際の通電量(例えば、実際に電気モータに流れる電流)Imaを検出する通電量取得手段(例えば、電流センサ)IMAが備えられる。また、電気モータMTRにはロータの位置(例えば、回転角)Mkaを検出する位置取得手段(例えば、角度センサ)MKAが備えられる。さらに、摩擦部材MSBが回転部材KTBを実際に押す力(実押し力)Fbaを検出するために、押し力取得手段(例えば、押圧力センサ)FBAが備えられる。
The motor drive circuit DRV includes an energization amount acquisition unit (for example, a current sensor) IMA that detects an actual energization amount (for example, an actual current flowing through the electric motor) Ima. Further, the electric motor MTR is provided with position acquisition means (for example, an angle sensor) MKA for detecting the position (for example, rotation angle) Mka of the rotor. Further, a pressing force acquisition means (for example, a pressing force sensor) FBA is provided to detect a force (actual pressing force) Fba that the friction member MSB actually presses the rotating member KTB.
図2では、電動制動手段BRKとして、所謂、ディスク型制動装置(ディスクブレーキ)の構成が例示されているが、制動手段BRKは、ドラム型制動装置(ドラムブレーキ)であってもよい。ドラムブレーキの場合、摩擦部材MSBはブレーキシューであり、回転部材KTBはブレーキドラムである。同様に、電気モータMTRによってブレーキシューがブレーキドラムを押す力(押し力)が制御される。電気モータMTRとして回転運動にてトルクを発生させるものが示されるが、直線運動にて力を発生させるリニアモータでもあってもよい。
In FIG. 2, a configuration of a so-called disc type braking device (disc brake) is illustrated as the electric braking unit BRK, but the braking unit BRK may be a drum type braking device (drum brake). In the case of a drum brake, the friction member MSB is a brake shoe, and the rotating member KTB is a brake drum. Similarly, the force (pressing force) by which the brake shoe presses the brake drum is controlled by the electric motor MTR. An electric motor MTR that generates torque by rotational motion is shown, but a linear motor that generates force by linear motion may be used.
<駆動手段DRVの構成(ブラシ付モータ)>
図3は、電気モータMTRがブラシ付モータ(単に、ブラシモータともいう)である場合の駆動手段(駆動回路)DRVの一例である。DRVは、MTRを駆動する電気回路であって、スイッチング素子S1乃至S4、Imtに基づいてパルス幅変調(PWM,Pulse Width Modulation)を行うパルス幅変調ブロックPWM、及び、PWMが決定するデューティ比に基づいて、S1乃至S4の通電状態/非通電状態を制御するスイッチング制御ブロックSWTにて構成される。 <Configuration of drive means DRV (brush motor)>
FIG. 3 shows an example of driving means (driving circuit) DRV when the electric motor MTR is a motor with a brush (also simply referred to as a brush motor). DRV is an electric circuit that drives the MTR, and includes a pulse width modulation block PWM that performs pulse width modulation (PWM) based on the switching elements S1 to S4 and Imt, and a duty ratio determined by the PWM. Based on the switching control block SWT for controlling the energized / non-energized states of S1 to S4.
図3は、電気モータMTRがブラシ付モータ(単に、ブラシモータともいう)である場合の駆動手段(駆動回路)DRVの一例である。DRVは、MTRを駆動する電気回路であって、スイッチング素子S1乃至S4、Imtに基づいてパルス幅変調(PWM,Pulse Width Modulation)を行うパルス幅変調ブロックPWM、及び、PWMが決定するデューティ比に基づいて、S1乃至S4の通電状態/非通電状態を制御するスイッチング制御ブロックSWTにて構成される。 <Configuration of drive means DRV (brush motor)>
FIG. 3 shows an example of driving means (driving circuit) DRV when the electric motor MTR is a motor with a brush (also simply referred to as a brush motor). DRV is an electric circuit that drives the MTR, and includes a pulse width modulation block PWM that performs pulse width modulation (PWM) based on the switching elements S1 to S4 and Imt, and a duty ratio determined by the PWM. Based on the switching control block SWT for controlling the energized / non-energized states of S1 to S4.
スイッチング素子S1乃至S4は、電気回路の一部をON/OFFできる素子であって、例えば、MOS-FETが用いられ得る。S1乃至S4によって、MTRの正転方向(MSBをKTBに近づかせる方向であって制動トルクを増加させる回転方向)、及び逆転方向(MSBをKTBから引き離す方向であって制動トルクを減少させる回転方向)のブリッジ回路が構成される。スイッチング制御ブロックSWTによって、正転方向では、S1及びS4が通電状態(ON状態)、且つ、S2及びS3が非通電状態(OFF状態)に制御される。また、逆転方向では、S1及びS4が非通電状態(OFF状態)、且つ、S2及びS3が通電状態(ON状態)に制御される。
The switching elements S1 to S4 are elements that can turn on / off a part of the electric circuit, and for example, MOS-FETs can be used. By S1 to S4, the forward direction of MTR (the direction in which the MSB approaches KTB and increases the braking torque) and the reverse direction (the direction in which the MSB is separated from the KTB and decreases the braking torque) ) Is configured. In the forward direction, the switching control block SWT controls S1 and S4 to be in an energized state (ON state) and S2 and S3 to be in a non-energized state (OFF state). In the reverse direction, S1 and S4 are controlled to be in a non-energized state (OFF state), and S2 and S3 are controlled to be in an energized state (ON state).
PWMでは、Imtの大きさに基づいて、パルス幅のデューティ比(ON/OFFの時間の割合)が決定され、Imtの符号(正符号、或いは、負符号)に基づいてMTRの回転方向が決定される。例えば、MTRの回転方向は、正転方向が正(プラス)の値、逆転方向が負(マイナス)の値として設定され得る。入力電圧(BATの電圧)、及び、デューティ比によって最終的な出力電圧が決まるため、DRVによって、MTRの回転方向と出力トルクが制御される。
In PWM, the duty ratio of the pulse width (ratio of ON / OFF time) is determined based on the magnitude of Imt, and the rotation direction of the MTR is determined based on the sign of Imt (positive sign or negative sign). Is done. For example, the rotation direction of the MTR can be set such that the forward rotation direction is a positive (plus) value and the reverse rotation direction is a negative (minus) value. Since the final output voltage is determined by the input voltage (BAT voltage) and the duty ratio, the rotation direction and output torque of the MTR are controlled by DRV.
<駆動手段DRVの構成(3相ブラシレスモータ)>
図4は、電気モータMTRがブラシレスモータである場合の駆動手段(駆動回路)DRVの一例である。DRVは、MTRを駆動する電気回路であって、スイッチング素子Z1乃至Z6、Imtに基づいてパルス幅変調を行うパルス幅変調ブロックPWM、及び、PWMが決定するデューティ比に基づいて、Z1乃至Z6の通電状態/非通電状態を制御するスイッチング制御ブロックSWTにて構成される。 <Configuration of driving means DRV (3-phase brushless motor)>
FIG. 4 is an example of drive means (drive circuit) DRV when the electric motor MTR is a brushless motor. DRV is an electric circuit that drives the MTR, and includes switching elements Z1 to Z6, a pulse width modulation block PWM that performs pulse width modulation based on Imt, and Z1 to Z6 based on a duty ratio determined by PWM. The switching control block SWT controls the energized / non-energized state.
図4は、電気モータMTRがブラシレスモータである場合の駆動手段(駆動回路)DRVの一例である。DRVは、MTRを駆動する電気回路であって、スイッチング素子Z1乃至Z6、Imtに基づいてパルス幅変調を行うパルス幅変調ブロックPWM、及び、PWMが決定するデューティ比に基づいて、Z1乃至Z6の通電状態/非通電状態を制御するスイッチング制御ブロックSWTにて構成される。 <Configuration of driving means DRV (3-phase brushless motor)>
FIG. 4 is an example of drive means (drive circuit) DRV when the electric motor MTR is a brushless motor. DRV is an electric circuit that drives the MTR, and includes switching elements Z1 to Z6, a pulse width modulation block PWM that performs pulse width modulation based on Imt, and Z1 to Z6 based on a duty ratio determined by PWM. The switching control block SWT controls the energized / non-energized state.
ブラシレスモータでは、位置取得手段MKAによって、MTRのロータ位置(回転角)Mkaが取得される。そして、Mkaに基づいて、SWTによって制御されるZ1乃至Z6によって、U相、V相、及びW相のコイル通電量の方向(即ち、励磁方向)が順次切り替えられて、MTRが駆動される。ブラシレスモータの回転方向(正転、或いは、逆転方向)は、ロータと励磁する位置との関係によって決定される。
In the brushless motor, the position acquisition means MKA acquires the rotor position (rotation angle) Mka of the MTR. Based on Mka, the directions of the coil energization amounts of the U-phase, V-phase, and W-phase (that is, the excitation directions) are sequentially switched by Z1 to Z6 controlled by the SWT, and the MTR is driven. The rotation direction (forward rotation or reverse rotation) of the brushless motor is determined by the relationship between the rotor and the excitation position.
ブラシレスモータにおいても、ブラシモータと同様に、PWMにて、Imtの大きさに基づいて、パルス幅のデューティ比が決定され、Imtの符号(値の正負)に基づいてMTRの回転方向が決定される。そして、目標通電量Imtに基づいて、スイッチング素子Z1乃至Z6がSWTからの信号によって制御されることによって、MTRの回転方向と出力トルクが制御される。
In a brushless motor, similarly to the brush motor, the duty ratio of the pulse width is determined by PWM based on the magnitude of Imt, and the rotation direction of the MTR is determined based on the sign (value sign) of Imt. The Then, based on the target energization amount Imt, the switching elements Z1 to Z6 are controlled by signals from the SWT, whereby the rotation direction and output torque of the MTR are controlled.
<制御手段の全体構成>
図5に示すように、制御手段CTLは、目標押し力演算ブロックFBT、目標押し力修正演算ブロックFBU、指示通電量演算ブロックIST、押し力フィードバック制御ブロックIPT、慣性補償制御ブロックINR、車輪スリップ状態量演算ブロックSLP、スリップ抑制制御ブロックFAE、急停止制御ブロックQTC、及び、通電量調整演算ブロックIMTにて構成されている。制御手段CTLは、電子制御ユニットECU内にプログラムされている。 <Overall configuration of control means>
As shown in FIG. 5, the control means CTL includes a target pushing force calculation block FBT, a target pushing force correction calculation block FBU, an instruction energization amount calculation block IST, a pushing force feedback control block IPT, an inertia compensation control block INR, a wheel slip state. The amount calculation block SLP, the slip suppression control block FAE, the sudden stop control block QTC, and the energization amount adjustment calculation block IMT are configured. The control means CTL is programmed in the electronic control unit ECU.
図5に示すように、制御手段CTLは、目標押し力演算ブロックFBT、目標押し力修正演算ブロックFBU、指示通電量演算ブロックIST、押し力フィードバック制御ブロックIPT、慣性補償制御ブロックINR、車輪スリップ状態量演算ブロックSLP、スリップ抑制制御ブロックFAE、急停止制御ブロックQTC、及び、通電量調整演算ブロックIMTにて構成されている。制御手段CTLは、電子制御ユニットECU内にプログラムされている。 <Overall configuration of control means>
As shown in FIG. 5, the control means CTL includes a target pushing force calculation block FBT, a target pushing force correction calculation block FBU, an instruction energization amount calculation block IST, a pushing force feedback control block IPT, an inertia compensation control block INR, a wheel slip state. The amount calculation block SLP, the slip suppression control block FAE, the sudden stop control block QTC, and the energization amount adjustment calculation block IMT are configured. The control means CTL is programmed in the electronic control unit ECU.
制動操作部材BP(例えば、ブレーキペダル)の操作量Bpaが制動操作量取得手段BPAによって取得される。制動操作部材の操作量(制動操作量)Bpaは、MCの圧力(マスタシリンダ圧)に基づいて演算される。また、運転者による制動操作部材の操作力(例えば、ブレーキ踏力)、及び、変位量(例えば、ブレーキペダルストローク)のうちの少なくとも何れかに基づいて演算され得る。Bpaにはローパスフィルタ等の演算処理がなされ、ノイズ成分が除去(低減)されている。
The operation amount Bpa of the braking operation member BP (for example, a brake pedal) is acquired by the braking operation amount acquisition means BPA. The operation amount (braking operation amount) Bpa of the braking operation member is calculated based on the MC pressure (master cylinder pressure). Further, it can be calculated based on at least one of an operation force (for example, brake pedal force) of a braking operation member by a driver and a displacement amount (for example, a brake pedal stroke). Bpa is subjected to arithmetic processing such as a low-pass filter, and noise components are removed (reduced).
目標押し力演算ブロックFBTにて、予め設定された目標押し力演算特性(演算マップ)CHfbを用いて、操作量Bpaに基づき、各車輪の目標押し力Fbtが演算される。「押し力」は、電動制動手段(ブレーキアクチュエータ)BRKにおいて、摩擦部材(例えば、ブレーキパッド)MSBが回転部材(例えば、ブレーキディスク)KTBを押す力(押圧力)である。目標押し力Fbtは、その押し力の目標値である。
In the target pushing force calculation block FBT, the target pushing force Fbt of each wheel is calculated based on the operation amount Bpa using a preset target pushing force calculation characteristic (calculation map) CHfb. The “pressing force” is a force (pressing force) that the friction member (for example, brake pad) MSB presses the rotating member (for example, brake disc) KTB in the electric braking means (brake actuator) BRK. The target pushing force Fbt is a target value of the pushing force.
演算マップCHfbでは、前後輪の制動力配分が、所謂「理想制動力配分」に対して、前輪の垂直荷重(垂直力、路面から受ける鉛直方向の力)に対する制動力の度合が、後輪の垂直荷重に対する制動力の度合よりも大きくなる特性に設定される。車両の制動時には、後輪から前輪への垂直荷重(接地荷重ともいう)の移動が生じる。即ち、後輪の垂直荷重が減少し、前輪の垂直荷重が増加する。「理想制動力配分」は、この垂直荷重移動を考慮し、前輪垂直荷重に対する前輪制動力の割合(前輪制動負荷という)と、後輪垂直荷重に対する後輪制動力の割合(後輪制動負荷という)とが等しくなる特性をいう。CHfbでは、前輪制動負荷が後輪制動負荷よりも大きくなるように設定される。そのため、CHfbは、前輪用特性CHfbf、及び、後輪用特性CHfbrの2つの異なる特性として設定され得る。例えば、CHfbfは、Bpaの増加にしたがって、Fbtが「下に凸」で増加されるように設定され得る。また、CHfbrは、Bpaの増加にしたがって、Fbtが「上に凸」で増加されるように設定され得る。
In the calculation map CHfb, the braking force distribution of the front and rear wheels is compared to the so-called “ideal braking force distribution”, the degree of the braking force with respect to the vertical load of the front wheels (vertical force, vertical force received from the road surface) is The characteristic is set to be larger than the degree of the braking force with respect to the vertical load. When the vehicle is braked, a vertical load (also referred to as a ground load) moves from the rear wheel to the front wheel. That is, the vertical load on the rear wheel decreases and the vertical load on the front wheel increases. “Ideal braking force distribution” takes into account this vertical load movement, the ratio of the front wheel braking force to the front wheel vertical load (referred to as front wheel braking load) and the ratio of the rear wheel braking force to the rear wheel vertical load (referred to as rear wheel braking load). ) Is the same characteristic. In CHfb, the front wheel braking load is set to be larger than the rear wheel braking load. Therefore, CHfb can be set as two different characteristics, a front wheel characteristic CHfbf and a rear wheel characteristic CHfbr. For example, CHfbf can be set such that Fbt is “convex downward” as Bpa increases. Further, CHfbr can be set such that Fbt is “convex upward” as Bpa increases.
目標押し力修正演算ブロックFBUにて、後述するスリップ抑制制御ブロックFAEの演算結果(Fae等)に基づいて、目標押し力Fbtが修正される。FAEでは、アンチスキッド制御等のスリップ抑制制御が実行される。そして、修正押し力Faeに基づいて、運転者のブレーキペダルBPの操作に基づいて演算された目標押し力Fbtが遮断され、過大な車輪スリップ(車輪のロック傾向)を抑制するために修正された目標押し力Fbuが演算される。
In the target pressing force correction calculation block FBU, the target pressing force Fbt is corrected based on a calculation result (Fae or the like) of a slip suppression control block FAE described later. In FAE, slip suppression control such as anti-skid control is executed. Then, based on the corrected pressing force Fae, the target pressing force Fbt calculated based on the driver's operation of the brake pedal BP is cut off, and corrected to suppress excessive wheel slip (wheel locking tendency). A target pushing force Fbu is calculated.
指示通電量演算ブロックISTにて、予め設定された演算マップCHs1,CHs2を用いて、Faeによって修正された目標押し力Fbuに基づき指示通電量Istが演算される。指示通電量Istは、制動手段BRKの電気モータMTRを駆動し、修正目標押し力Fbuを達成するための、電気モータMTRへの通電量の目標値である。演算マップ(指示通電量の演算特性)は、ブレーキアクチュエータのヒステリシスを考慮して、2つの特性CHs1,CHs2で構成される。特性(第1の指示通電量演算特性)CHs1は押し力を増加する場合に対応し、特性(第2の指示通電量演算特性)CHs2は押し力を減少する場合に対応する。そのため、特性CHs2に比較して、特性CHs1は相対的に大きい指示通電量Istを出力するように設定されている。
In the command energization amount calculation block IST, the command energization amount Ist is calculated based on the target pressing force Fbu corrected by Fae using preset calculation maps CHs1 and CHs2. The command energization amount Ist is a target value of the energization amount to the electric motor MTR for driving the electric motor MTR of the braking means BRK and achieving the corrected target pushing force Fbu. The calculation map (the calculation characteristic of the command energization amount) is composed of two characteristics CHs1 and CHs2 in consideration of the hysteresis of the brake actuator. The characteristic (first instruction energization amount calculation characteristic) CHs1 corresponds to the case where the pushing force is increased, and the characteristic (second instruction energization amount calculation characteristic) CHs2 corresponds to the case where the pushing force is reduced. Therefore, compared with the characteristic CHs2, the characteristic CHs1 is set to output a relatively large command energization amount Ist.
ここで、通電量とは、電気モータMTRの出力トルクを制御するための状態量(変数)である。電気モータMTRは電流に概ね比例するトルクを出力するため、通電量の目標値として電気モータの電流目標値が用いられ得る。また、電気モータMTRへの供給電圧を増加すれば、結果として電流が増加されるため、目標通電量として供給電圧値が用いられ得る。さらに、パルス幅変調(PWM,pulse width modulation)におけるデューティ比によって供給電圧値が調整され得るため、このデューティ比が通電量として用いられ得る。
Here, the energization amount is a state amount (variable) for controlling the output torque of the electric motor MTR. Since the electric motor MTR outputs a torque approximately proportional to the current, the current target value of the electric motor can be used as the target value of the energization amount. Further, if the supply voltage to the electric motor MTR is increased, the current is increased as a result, so that the supply voltage value can be used as the target energization amount. Furthermore, since the supply voltage value can be adjusted by the duty ratio in pulse width modulation (PWM), this duty ratio can be used as the energization amount.
押し力フィードバック制御ブロックIPTにて、目標押し力(目標値)Fbu、及び、実押し力(実際値)Fbaに基づき押し力フィードバック通電量Iptが演算される。指示通電量Istは目標押し力Fbuに相当する値として演算されるが、ブレーキアクチュエータの効率変動により目標押し力Fbuと実際の押し力(実押し力)Fbaとの間に誤差(定常的な誤差)が生じる場合がある。押し力フィードバック通電量Iptは、目標押し力Fbuと実押し力Fbaとの偏差(押し力偏差)ΔFb、及び、演算特性(演算マップ)CHpに基づいて演算され、上記の誤差(定常的な誤差)を減少するように決定される。なお、Fbaは押し力取得手段FBAによって取得される。
In the pressing force feedback control block IPT, the pressing force feedback energization amount Ipt is calculated based on the target pressing force (target value) Fbu and the actual pressing force (actual value) Fba. The command energization amount Ist is calculated as a value corresponding to the target pressing force Fbu, but an error (steady error) between the target pressing force Fbu and the actual pressing force (actual pressing force) Fba due to fluctuations in the efficiency of the brake actuator. ) May occur. The pushing force feedback energization amount Ipt is calculated based on a deviation (pushing force deviation) ΔFb between the target pushing force Fbu and the actual pushing force Fba and a calculation characteristic (calculation map) CHp, and the above error (steady error). ) To be reduced. Note that Fba is acquired by the pressing force acquisition means FBA.
慣性補償制御ブロックINRにて、BRK(特に、電気モータMTR)の慣性(イナーシャであり、回転運動における慣性モーメント、又は、直線運動における慣性質量)の影響が補償される。慣性補償制御ブロックINRでは、BRKの慣性(慣性モーメント、或いは、慣性質量)の影響を補償するための通電量の目標値Ijt,Iktが演算される。電気モータが停止、或いは、低速で運動している状態から運動(回転運動)が加速される場合に、押し力発生の応答性を向上させることが必要である。この場合に対応する加速時慣性補償通電量Ijtが演算される。Ijtは、慣性補償制御における加速時制御の通電量の目標値である。
In the inertia compensation control block INR, the influence of the inertia of BRK (in particular, the electric motor MTR) (inertia, inertia moment in rotational motion or inertia mass in linear motion) is compensated. In the inertia compensation control block INR, target values Ijt and Ikt of the energization amount for compensating for the influence of the BRK inertia (moment of inertia or mass of inertia) are calculated. When the electric motor is stopped or the motion (rotational motion) is accelerated from a state where the electric motor is moving at a low speed, it is necessary to improve the responsiveness of generating the pushing force. The acceleration inertia compensation energization amount Ijt corresponding to this case is calculated. Ijt is a target value of the energization amount of the acceleration control in the inertia compensation control.
また、電気モータが運動(回転運動)している状態から減速して停止していく場合に、押し力のオーバシュートを抑制し、収束性を向上することも必要である。この場合に対応する減速時慣性補償通電量Iktが演算される。Iktは、慣性補償制御における減速時制御の通電量の目標値である。ここで、Ijtは電気モータの通電量を増加させる値(Istに加算される正符号の値)であり、Iktは電気モータの通電量を減少させる値(Istに加算される負符号の値)である。
Also, when the electric motor decelerates and stops from a state of motion (rotational motion), it is necessary to suppress the overshoot of the pushing force and improve convergence. A deceleration inertia compensation energization amount Ikt corresponding to this case is calculated. Ikt is a target value of the energization amount in the deceleration control in the inertia compensation control. Here, Ijt is a value that increases the energization amount of the electric motor (a positive sign value that is added to Ist), and Ikt is a value that decreases the energization amount of the electric motor (a negative sign value that is added to Ist). It is.
車輪スリップ状態量演算ブロックSLPにて、車輪速度取得手段VWA[**]によって取得される各車輪の車輪速度Vwa[**]に基づいて、各車輪のスリップ状態量Slp[**]が演算される。Slpは、各車輪のスリップ度合を表す状態量である。例えば、Slpとして、車輪速度Vwaと車両速度(車体速度)Vsoとの差が車輪スリップ速度Vslとして演算される。また、Vwaの時間変化量である車輪加速度dVwが、Slpとして演算され得る。
In the wheel slip state quantity calculation block SLP, the slip state quantity Slp [**] of each wheel is calculated based on the wheel speed Vwa [**] of each wheel acquired by the wheel speed acquisition means VWA [**]. Is done. Slp is a state quantity representing the slip degree of each wheel. For example, as Slp, the difference between the wheel speed Vwa and the vehicle speed (body speed) Vso is calculated as the wheel slip speed Vsl. Further, the wheel acceleration dVw, which is the amount of time change of Vwa, can be calculated as Slp.
スリップ抑制制御ブロックFAEにて、各車輪のスリップ状態量Slp[**]に基づいて、各車輪に対するスリップ抑制制御が実行される。スリップ抑制制御は、車輪の過大なスリップを抑制する制御であり、アンチスキッド制御(ABS制御)、或いは、制動力配分制御(EBD制御)である。ABS制御とは、典型的には、車輪のスリップ度合が所定度合を超えた場合にその車輪に付与される制動トルクを減少する制御である。EBD制御とは、典型的には、車輪のスリップ度合が所定度合を超えた場合にその車輪に付与される制動トルクを保持する制御である。
In the slip suppression control block FAE, slip suppression control for each wheel is executed based on the slip state amount Slp [**] of each wheel. The slip suppression control is control for suppressing excessive slip of the wheel, and is anti-skid control (ABS control) or braking force distribution control (EBD control). ABS control is typically control that reduces braking torque applied to a wheel when the slip degree of the wheel exceeds a predetermined degree. The EBD control is typically control for maintaining braking torque applied to a wheel when the slip degree of the wheel exceeds a predetermined degree.
スリップ抑制制御ブロックFAEでは、Bpaに基づいて決定された目標押し力Fbtを修正するための修正押し力(修正値)Faeが演算される。修正押し力Faeは、車輪スリップが増加する場合(車輪がロック傾向に向かう場合)には、Fbtの影響を遮断し(目標押し力の演算において運転者の制動操作とは独立して)、修正後の目標押し力(目標値)Fbuを減少させように演算される。また、Fbuの減少によって車輪スリップが減少する場合(車輪のグリップが回復する場合)には、Fbuを増加させるように演算される。
In the slip suppression control block FAE, a corrected pressing force (corrected value) Fae for correcting the target pressing force Fbt determined based on Bpa is calculated. When the wheel slip increases (when the wheel tends to lock), the corrected pushing force Fae is cut off from the influence of Fbt (independent of the driver's braking operation in calculating the target pushing force). The subsequent target pressing force (target value) Fbu is calculated to decrease. Further, when the wheel slip decreases due to the decrease in Fbu (when the grip of the wheel is restored), the calculation is performed to increase Fbu.
前記第1、第3制動制御装置では、急停止制御ブロックQTCにて、車輪のスリップ状態量Slp[**]に基づいて、急停止制御の通電量の目標値(急停止通電量)Iqtが演算される。急停止制御は、目標値Fbuに対する実際値Fbaの追従の遅れに起因する過大なスリップ(車輪のロック傾向)を抑制するために、電気モータMTRの能力の最大限で急減速し、緊急的に回転運動を停止させる制御である。そのため、QTCでは、急停止制御の通電量の目標値(急停止通電量)Iqtとして、摩擦部材MSBが回転部材KTBから離れていく方向(制動トルクが減少していく方向)の電気モータの回転方向(逆転方向)において、通電可能な最大量(通電限界値)immが、ステップ的(それまでのImtとは不連続であって階段状に、且つ、瞬時に)指示される。通電限界値immは、MTR、或いは、DRVの最大電流等に相当する値に基づいて、予め設定されている。
In the first and third braking control devices, in the sudden stop control block QTC, the target value (abrupt stop energization amount) Iqt of the sudden stop control is determined based on the slip state amount Slp [**] of the wheel. Calculated. In the sudden stop control, in order to suppress an excessive slip (wheel lock tendency) due to a delay in following the actual value Fba with respect to the target value Fbu, the electric motor MTR rapidly decelerates at the maximum, This is a control to stop the rotational movement. Therefore, in QTC, the rotation of the electric motor in the direction in which the friction member MSB moves away from the rotating member KTB (the direction in which the braking torque decreases) is used as the target value (abrupt stop energization amount) Iqt of the sudden stop control. In the direction (reverse direction), the maximum amount of current that can be energized (energization limit value) imm is indicated in a stepwise manner (in a stepwise manner and instantly discontinuous from the previous Imt). The energization limit value imm is set in advance based on a value corresponding to the maximum current of MTR or DRV.
前記第2制動制御装置では、急停止制御ブロックQTCにて、車輪のスリップ状態量Slp[**]に基づいて、後述する急停止制御の実行フラグFLqtが演算される。急停止制御は、目標値Fbuに対する実際値Fbaの追従の遅れに起因する過大なスリップ(車輪のロック傾向)を抑制するために、電気モータMTRの回転運動を緊急的に停止させる制御である。
In the second braking control device, a sudden stop control execution flag FLqt, which will be described later, is calculated based on the wheel slip state amount Slp [**] in the sudden stop control block QTC. The sudden stop control is a control for urgently stopping the rotational motion of the electric motor MTR in order to suppress an excessive slip (wheel locking tendency) resulting from a delay in following the actual value Fba with respect to the target value Fbu.
前記第1、第3制動制御装置では、通電量調整演算ブロックIMTにて、MTRの最終的な目標値である目標通電量Imtが演算される。指示通電量Istが、押し力フィードバック通電量Ipt、及び慣性補償通電量Ijt(加速時)、Ikt(減速時)、急停止通電量Iqtによって調整されて、目標通電量Imtが演算される。
In the first and third braking control devices, the energization adjustment calculation block IMT calculates the target energization amount Imt that is the final target value of the MTR. The command energization amount Ist is adjusted by the pressing force feedback energization amount Ipt, the inertia compensation energization amount Ijt (acceleration), Ikt (deceleration), and the sudden stop energization amount Iqt, and the target energization amount Imt is calculated.
IMTには、優先演算ブロックYSNが含まれ、慣性補償制御と急停止制御との優先順位付けが行われる。優先演算ブロックYSNでは、Iqtが、Ijt,Iktよりも優先的に出力される。即ち、Iqtが、Ijt,Iktと同時に入力された場合には、Ijt,Iktがゼロとされて、急停止通電量Iqtが出力される。
The IMT includes a priority calculation block YSN and prioritizes inertia compensation control and sudden stop control. In the priority calculation block YSN, Iqt is output with priority over Ijt and Ikt. That is, when Iqt is input simultaneously with Ijt and Ikt, Ijt and Ikt are set to zero, and the sudden stop energization amount Iqt is output.
具体的には、通電量調整演算ブロックIMTにて、指示通電量Istに対してフィードバック通電量Iptが加えられ、さらに、慣性補償通電量Ijt,Ikt、及び、急停止通電量Iqtのうちの何れか一方が加算されて、その総和が目標通電量Imtとして演算される。ここで、Iqtは電気モータの通電量を減少させる値(Istに加算される負符号の値)である。目標通電量Imtは、電気モータMTRの出力を制御するための最終的な通電量の目標値である。Imtの符号(値の正負)に基づいてMTRの回転方向が制御され、Imtの大きさに基づいてMTRの出力が制御される。
Specifically, in the energization amount adjustment calculation block IMT, the feedback energization amount Ipt is added to the command energization amount Ist, and any of the inertia compensation energization amounts Ijt and Ikt and the sudden stop energization amount Iqt One of them is added and the sum is calculated as the target energization amount Imt. Here, Iqt is a value (a negative sign value added to Ist) that decreases the energization amount of the electric motor. The target energization amount Imt is a final energization amount target value for controlling the output of the electric motor MTR. The direction of rotation of the MTR is controlled based on the sign of Imt (the sign of the value), and the output of the MTR is controlled based on the magnitude of Imt.
前記第2制動制御装置では、通電量調整演算ブロックIMTにて、MTRの最終的な目標値である目標通電量Imtが演算される。指示通電量Istが、押し力フィードバック通電量Ipt、及び慣性補償通電量Ijt(加速時)、Ikt(減速時)によって調整されて、目標通電量Imtが演算される。IMTでは、急停止制御の実行信号(FLqt=1)を受けて、Imtが「0」にされる。また、IMTには、優先演算ブロックYSNが含まれ、慣性補償制御と急停止制御との優先順位付けが行われる。優先演算ブロックYSNでは、FLqt=1の場合、Ijt,Iktが「0」にされる。即ち、FLqtが、Ijt,Iktと同時に入力された場合には、慣性補償制御が終了し、急停止制御のみが実行される。
In the second braking control device, the energization amount adjustment calculation block IMT calculates the target energization amount Imt that is the final target value of the MTR. The command energization amount Ist is adjusted by the pushing force feedback energization amount Ipt, the inertia compensation energization amount Ijt (during acceleration), and Ikt (during deceleration), and the target energization amount Imt is calculated. In the IMT, upon receiving the sudden stop control execution signal (FLqt = 1), Imt is set to “0”. In addition, the IMT includes a priority calculation block YSN, and prioritizes inertia compensation control and sudden stop control. In the priority calculation block YSN, when FLqt = 1, Ijt and Ikt are set to “0”. That is, when FLqt is input at the same time as Ijt and Ikt, the inertia compensation control ends and only the sudden stop control is executed.
具体的には、通電量調整演算ブロックIMTにて、指示通電量Istに対してフィードバック通電量Iptが加えられ、さらに、慣性補償通電量Ijt,Iktが加算されて、その総和が目標通電量Imtとして演算される。目標通電量Imtは、電気モータMTRの出力を制御するための最終的な通電量の目標値である。Imtの符号(値の正負)に基づいてMTRの回転方向が制御され、Imtの大きさに基づいてMTRの出力が制御される。そして、急停止制御が実行されている場合には、目標通電量Imtは「0」とされる。
Specifically, in the energization amount adjustment calculation block IMT, the feedback energization amount Ipt is added to the command energization amount Ist, and the inertia compensation energization amounts Ijt and Ikt are added, and the sum is obtained as the target energization amount Imt. Is calculated as The target energization amount Imt is a final energization amount target value for controlling the output of the electric motor MTR. The direction of rotation of the MTR is controlled based on the sign of Imt (the sign of the value), and the output of the MTR is controlled based on the magnitude of Imt. When the sudden stop control is being executed, the target energization amount Imt is set to “0”. *
以上、回転部材KTBに対する摩擦部材MSBの押圧力である「押し力」が、制御変数(制御対象となる状態量)として用いられる実施態様について説明した。BRKの諸元(CPRの剛性、GSKのギア比、HNKのリード等)は既知である。このため、制御変数として、押し力(目標値Fbu、実際値Fba)に代えて、摩擦部材MSBが回転部材KTBを押す力(押圧力)に相当する値である「押し力相当値Fbs(目標値Fst、実際値Fsa)」が用いられ得る。
The embodiment in which the “pressing force”, which is the pressing force of the friction member MSB against the rotating member KTB, is used as a control variable (state quantity to be controlled) has been described above. BRK specifications (CPR stiffness, GSK gear ratio, HNK lead, etc.) are known. Therefore, as a control variable, instead of the pressing force (target value Fbu, actual value Fba), “a pressing force equivalent value Fbs (target value) which is a value corresponding to the force (pressing force) by which the friction member MSB presses the rotating member KTB. Value Fst, actual value Fsa) ".
押し力相当値Fbsは、電気モータMTRから摩擦部材MSBまでの動力伝達経路内に位置する可動部材の作動状態を表す「力」に係わる状態量に基づいて決定され得る。例えば、電気モータの実際の出力トルク(又は、目標値)、GSKの実際の出力トルク(又は、目標値)、HNKにおける実際の推力(又は、目標値)、PSNにおける実際の推力(又は、目標値)、及び、MSBの実際の押し力Fba(又は、目標押し力Fbu)が、「力(トルク)」に係わるFbsとして採用され得る。
The pressing force equivalent value Fbs can be determined based on a state quantity related to “force” representing an operating state of the movable member located in the power transmission path from the electric motor MTR to the friction member MSB. For example, the actual output torque (or target value) of the electric motor, the actual output torque (or target value) of GSK, the actual thrust (or target value) in HNK, the actual thrust (or target) in PSN Value) and the actual pressing force Fba (or target pressing force Fbu) of the MSB can be adopted as Fbs related to “force (torque)”.
ブレーキキャリパCPR等、BRK全体の剛性(ばね定数)が既知であるため、上記「力」に係わる状態量に代えて、「位置」に係わる状態量がFbsとされ得る。例えば、電気モータの実際の位置Mka(又は、目標位置Mkt)、GSKの実際の位置(又は、目標位置)、HNKにおける実際の位置(又は、目標値)、PSNにおける実際の位置(又は、目標値)、及び、MSBの実際の位置(又は、目標値)が、「位置」に係わるFbsとして採用され得る。
Since the rigidity (spring constant) of the entire BRK such as the brake caliper CPR is known, the state quantity related to the “position” can be set to Fbs instead of the state quantity related to the “force”. For example, the actual position Mka (or target position Mkt) of the electric motor, the actual position (or target position) of GSK, the actual position (or target value) in HNK, the actual position (or target) in PSN Value) and the actual position (or target value) of the MSB can be adopted as Fbs related to the “position”.
また、複数の可動部材のFbsに基づいて、最終的な押し力相当値Fbsが決定され得る。したがって、「押し力相当値Fbs(目標押し力相当値Fst、実押し力相当値Fsa)」は、MTRの出力トルクから、KTBに対するMSBの押し力に到るまでの動力伝達経路内にある可動部材の「力」又は「位置」に係わる状態量のうちの少なくとも何れか1つに基づいて決定され得る。
Further, the final pressing force equivalent value Fbs can be determined based on the Fbs of the plurality of movable members. Accordingly, the “pushing force equivalent value Fbs (target pushing force equivalent value Fst, actual pushing force equivalent value Fsa)” is a movable force in the power transmission path from the MTR output torque to the MSB pushing force against KTB. It can be determined based on at least one of the state quantities related to the “force” or “position” of the member.
<慣性補償制御ブロックの第1実施形態の構成>
図6を参照しながら、慣性補償制御ブロックINRの第1実施形態について説明する。慣性補償制御ブロックINRの第1実施形態では、MTR等の慣性(MTRの慣性を含むBRK全体の慣性)に起因する押し力の応答性、及び、収束性を向上する慣性補償制御が実行される。慣性補償制御ブロックINRは、目標位置演算ブロックMKT、時定数演算ブロックTAU、遅れ要素演算ブロックDLY、目標加速度演算ブロックDDM、及び、係数記憶ブロックKSKにて構成される。 <Configuration of First Embodiment of Inertia Compensation Control Block>
A first embodiment of the inertia compensation control block INR will be described with reference to FIG. In the first embodiment of the inertia compensation control block INR, inertia compensation control is performed to improve the responsiveness of the pressing force due to inertia such as MTR (the inertia of the entire BRK including the inertia of the MTR) and the convergence. . The inertia compensation control block INR includes a target position calculation block MKT, a time constant calculation block TAU, a delay element calculation block DLY, a target acceleration calculation block DDM, and a coefficient storage block KSK.
図6を参照しながら、慣性補償制御ブロックINRの第1実施形態について説明する。慣性補償制御ブロックINRの第1実施形態では、MTR等の慣性(MTRの慣性を含むBRK全体の慣性)に起因する押し力の応答性、及び、収束性を向上する慣性補償制御が実行される。慣性補償制御ブロックINRは、目標位置演算ブロックMKT、時定数演算ブロックTAU、遅れ要素演算ブロックDLY、目標加速度演算ブロックDDM、及び、係数記憶ブロックKSKにて構成される。 <Configuration of First Embodiment of Inertia Compensation Control Block>
A first embodiment of the inertia compensation control block INR will be described with reference to FIG. In the first embodiment of the inertia compensation control block INR, inertia compensation control is performed to improve the responsiveness of the pressing force due to inertia such as MTR (the inertia of the entire BRK including the inertia of the MTR) and the convergence. . The inertia compensation control block INR includes a target position calculation block MKT, a time constant calculation block TAU, a delay element calculation block DLY, a target acceleration calculation block DDM, and a coefficient storage block KSK.
目標位置演算ブロックMKTにて、目標押し力Fbu、及び、目標押し力演算特性(演算マップ)CHmkに基づいて目標位置(目標回転角)Mktが演算される。目標位置Mktは、電気モータMTRの位置(回転角)の目標値である。演算マップCHmkはブレーキキャリパCPR、及び、摩擦部材(ブレーキパッド)MSBの剛性に相当する特性であり、「上に凸」の非線形な特性として、電子制御ユニットECU内に予め記憶されている。
In the target position calculation block MKT, the target position (target rotation angle) Mkt is calculated based on the target pressing force Fbu and the target pressing force calculation characteristic (calculation map) CHmk. The target position Mkt is a target value for the position (rotation angle) of the electric motor MTR. The calculation map CHmk is a characteristic corresponding to the rigidity of the brake caliper CPR and the friction member (brake pad) MSB, and is stored in advance in the electronic control unit ECU as a non-linear characteristic of “upwardly convex”.
時定数演算ブロックTAUにて、修正後の目標押し力(押し力の目標値)Fbu、及び、時定数の演算特性(演算マップ)CHτmに基づいて時定数τmが演算される。Fbuが所定操作量(所定値)fb1未満の場合には、τmは第1の所定時定数(所定値)τ1(≧0)に演算される。Fbuが所定値fb1以上、且つ、所定値fb2未満の場合には、τmはFbuの増加に従い第1の所定時定数τ1から第2の所定時定数τ2まで順次増加するように演算される。Fbuが所定値fb2以上の場合には、τmは第2の所定時定数(所定値)τ2(>τ1)に演算される。
In the time constant calculation block TAU, the time constant τm is calculated based on the corrected target pushing force (target value of pushing force) Fbu and the time constant calculation characteristic (calculation map) CHτm. When Fbu is less than the predetermined operation amount (predetermined value) fb1, τm is calculated as a first predetermined time constant (predetermined value) τ1 (≧ 0). When Fbu is equal to or greater than the predetermined value fb1 and less than the predetermined value fb2, τm is calculated so as to sequentially increase from the first predetermined time constant τ1 to the second predetermined time constant τ2 as Fbu increases. When Fbu is greater than or equal to the predetermined value fb2, τm is calculated as a second predetermined time constant (predetermined value) τ2 (> τ1).
遅れ要素演算ブロックDLYにて、電気モータMTRの目標位置Mktに基づいて遅れ要素演算処理後の目標位置(目標回転角)Mkfが演算される。具体的には、ブレーキアクチュエータBRKの応答(即ち、電気モータMTRの応答)に相当する時定数τmを含んだ遅れ要素の演算処理が、電気モータの目標位置Mktに対して実行されて遅れ要素処理後の目標位置Mkfが演算される。ここで、遅れ要素演算は、n次遅れ要素(「n」は「1」以上の整数)の演算であり、例えば、一次遅れ演算である。遅れ要素処理がMktになされることによって、ブレーキアクチュエータBRKの応答(入力変化に対する出力変化の有様)が時定数を用いた伝達関数として考慮されて、その応答に対応した目標値であるMkfが演算され得る。
In the delay element calculation block DLY, the target position (target rotation angle) Mkf after the delay element calculation processing is calculated based on the target position Mkt of the electric motor MTR. Specifically, the delay element calculation process including the time constant τm corresponding to the response of the brake actuator BRK (that is, the response of the electric motor MTR) is executed for the target position Mkt of the electric motor, and the delay element process is performed. The subsequent target position Mkf is calculated. Here, the delay element calculation is an operation of an nth order delay element (“n” is an integer equal to or greater than “1”), for example, a first order delay calculation. When the delay element process is performed at Mkt, the response of the brake actuator BRK (the state of the output change with respect to the input change) is considered as a transfer function using a time constant, and the target value Mkf corresponding to the response is obtained. Can be computed.
目標加速度演算ブロックDDMにて、遅れ要素処理後の目標位置Mkfに基づいて、遅れ要素処理後の目標加速度ddMkfが演算される。ddMkfは、電気モータMTRの加速度(角加速度)の目標値である。具体的には、Mkfが2階微分されて、ddMkfが演算される。ddMkfは、電気モータMTRの加速時(停止状態から起動する時)には正符号の値に演算され、MTRの減速時(停止に向かう時)には負符号の値に演算される。
In the target acceleration calculation block DDM, the target acceleration ddMkf after the delay element processing is calculated based on the target position Mkf after the delay element processing. ddMkf is a target value for the acceleration (angular acceleration) of the electric motor MTR. Specifically, Mkf is second-order differentiated and ddMkf is calculated. The ddMkf is calculated to a positive sign value when the electric motor MTR is accelerated (when starting from a stopped state), and is calculated to a negative sign value when the MTR is decelerating (toward stopping).
係数記憶ブロックKSKには、目標加速度ddMkfを電気モータの目標通電量に変換するための係数(ゲイン)kskが記憶されている。係数kskは、電気モータの慣性(定数)mtjを、電気モータのトルク定数tqkで除算した値に相当する。そして、ddMkf、及び、kskに基づいて慣性補償制御通電量(目標値)Ijt,Iktが演算される。具体的には、ddMkfにkskが乗算されて、Ijt,Iktが演算される。
The coefficient storage block KSK stores a coefficient (gain) ksk for converting the target acceleration ddMkf into the target energization amount of the electric motor. The coefficient ksk corresponds to a value obtained by dividing the inertia (constant) mtj of the electric motor by the torque constant tqk of the electric motor. Then, inertia compensation control energization amounts (target values) Ijt and Ikt are calculated based on ddMkf and ksk. Specifically, ddMkf is multiplied by ksk to calculate Ijt and Ikt.
<慣性補償制御ブロックの第2実施形態の構成>
次に、図7を参照しながら、慣性補償制御ブロックINRの第2実施形態について説明する。慣性補償制御ブロックINRでは、MTR等の慣性(MTRの慣性を含むBRK全体の慣性)に起因する押し力の応答性、及び、収束性を向上する慣性補償制御が実行される。慣性補償制御ブロックINRは、慣性補償制御の要否を判定する制御要否判定演算ブロックFLG、慣性補償制御の目標通電量を演算する慣性補償通電量演算ブロックIJK、及び、選択演算ブロックSNTにて構成される。 <Configuration of Second Embodiment of Inertia Compensation Control Block>
Next, a second embodiment of the inertia compensation control block INR will be described with reference to FIG. In the inertia compensation control block INR, inertia compensation control for improving the responsiveness and convergence of the pressing force caused by inertia such as MTR (inertia of the entire BRK including inertia of MTR) is executed. The inertia compensation control block INR is a control necessity determination calculation block FLG that determines whether or not inertia compensation control is necessary, an inertia compensation energization amount calculation block IJK that calculates a target energization amount of inertia compensation control, and a selection calculation block SNT. Composed.
次に、図7を参照しながら、慣性補償制御ブロックINRの第2実施形態について説明する。慣性補償制御ブロックINRでは、MTR等の慣性(MTRの慣性を含むBRK全体の慣性)に起因する押し力の応答性、及び、収束性を向上する慣性補償制御が実行される。慣性補償制御ブロックINRは、慣性補償制御の要否を判定する制御要否判定演算ブロックFLG、慣性補償制御の目標通電量を演算する慣性補償通電量演算ブロックIJK、及び、選択演算ブロックSNTにて構成される。 <Configuration of Second Embodiment of Inertia Compensation Control Block>
Next, a second embodiment of the inertia compensation control block INR will be described with reference to FIG. In the inertia compensation control block INR, inertia compensation control for improving the responsiveness and convergence of the pressing force caused by inertia such as MTR (inertia of the entire BRK including inertia of MTR) is executed. The inertia compensation control block INR is a control necessity determination calculation block FLG that determines whether or not inertia compensation control is necessary, an inertia compensation energization amount calculation block IJK that calculates a target energization amount of inertia compensation control, and a selection calculation block SNT. Composed.
制御要否判定演算ブロックFLGでは、慣性補償制御の実行が必要であるか、不要であるかが判定される。制御要否判定演算ブロックFLGは、電気モータの加速時(例えば、電気モータが起動し、増速するとき)での要否判定を行う加速時判定演算ブロックFLJ、及び、電気モータの減速時(例えば、電気モータが減速し、停止に向かうとき)での要否判定を行う減速時判定演算ブロックFLKで構成されている。
In the control necessity determination calculation block FLG, it is determined whether the inertia compensation control needs to be executed or not. The control necessity determination calculation block FLG includes an acceleration determination calculation block FLJ that determines whether or not the electric motor is accelerated (for example, when the electric motor is started and accelerated), and when the electric motor is decelerated ( For example, it includes a deceleration determination calculation block FLK that determines whether or not it is necessary when the electric motor decelerates and stops.
制御要否判定演算ブロックFLGからは、判定結果として、要否判定フラグFLj(加速時),FLk(減速時)が出力される。要否判定フラグFLj,FLkにおいて、「0」は慣性補償制御が不要である場合(不要状態)を表し、「1」は慣性補償制御が必要である場合(必要状態)を表す。
The control necessity determination calculation block FLG outputs necessity determination flags FLj (acceleration) and FLk (deceleration) as determination results. In the necessity determination flags FLj and FLk, “0” represents a case where inertia compensation control is not required (unnecessary state), and “1” represents a case where inertia compensation control is necessary (necessary state).
制御要否判定演算ブロックFLGは、時定数演算ブロックTAU、遅れ要素演算ブロックDLY、2階微分演算ブロックDDF、加速時判定演算ブロックFLJ、及び、減速時判定演算ブロックFLKにて構成される。
The control necessity determination calculation block FLG includes a time constant calculation block TAU, a delay element calculation block DLY, a second-order differentiation calculation block DDF, an acceleration determination calculation block FLJ, and a deceleration determination calculation block FLK.
第1実施形態と同様に、時定数演算ブロックTAUにて、修正後の目標押し力(押し力の目標値)Fbu、及び、時定数の演算特性(演算マップ)CHτmに基づいて時定数τmが演算される。そして、遅れ要素演算ブロックDLYにて、目標押し力Fbuに基づいて、遅れ要素演算処理後の目標押し力Fbfが演算される。遅れ要素演算ブロックDLYも第1実施形態と同様であって、ブレーキアクチュエータBRK(特に、電気モータMTR)の応答性が、伝達関数(例えば、一次遅れ演算)によって考慮される。2階微分演算ブロックDDFにて、遅れ要素処理後の目標押し力Fbfが2階微分されて、ddFbfが演算される。ddFbfは、電気モータMTRの加速時(停止状態から起動する時)には正符号の値に演算され、MTRの減速時(停止に向かう時)には負符号の値に演算される。
As in the first embodiment, in the time constant calculation block TAU, the time constant τm is calculated based on the corrected target pushing force (target value of pushing force) Fbu and the time constant calculation characteristic (calculation map) CHτm. Calculated. Then, in the delay element calculation block DLY, the target push force Fbf after the delay element calculation process is calculated based on the target push force Fbu. The delay element calculation block DLY is the same as that in the first embodiment, and the response of the brake actuator BRK (particularly, the electric motor MTR) is taken into consideration by a transfer function (for example, first-order delay calculation). In the second-order differential calculation block DDF, the target pushing force Fbf after the delay element processing is second-order differentiated, and ddFbf is calculated. The ddFbf is calculated as a positive sign value when the electric motor MTR is accelerated (when starting from the stopped state), and is calculated as a negative sign value when the MTR is decelerating (when moving toward the stop).
加速時判定演算ブロックFLJでは、遅れ要素演算後の目標押し力Fbfの2階微分値ddFbfに基づいて電気モータMTRが加速する場合の慣性補償制御が「必要状態」、及び、「不要状態」のうちで何れの状態であるかが判定される。判定結果は、要否判定フラグ(制御フラグ)FLjとして出力される。演算マップDFLjに従って、ddFbfが第1の所定加速度(所定値)ddf1(>0)を超過した時点で、加速時制御の要否判定フラグFLjは、「0(不要状態)」から「1(必要状態)」に変更される(FLj←1)。その後、ddFbfが所定加速度(所定値)ddf2(<ddf1)未満となるときに、FLjは「1」から「0」に変更される(FLj←0)。なお、FLjは、制動操作が行われていない場合には、初期値として「0」に設定されている。
In the acceleration determination calculation block FLJ, the inertia compensation control when the electric motor MTR accelerates based on the second-order differential value ddFbf of the target pushing force Fbf after the delay element calculation is “necessary state” and “unnecessary state”. It is determined which state is in the house. The determination result is output as a necessity determination flag (control flag) FLj. According to the calculation map DFLj, when the ddFbf exceeds the first predetermined acceleration (predetermined value) ddf1 (> 0), the necessity determination flag FLj for acceleration control is changed from “0 (unnecessary state)” to “1 (necessary). State) ”(FLj ← 1). Thereafter, when ddFbf becomes less than a predetermined acceleration (predetermined value) ddf2 (<ddf1), FLj is changed from “1” to “0” (FLj ← 0). Note that FLj is set to “0” as an initial value when a braking operation is not performed.
減時判定演算ブロックFLKでは、遅れ要素演算後の目標押し力Fbfの2階微分値ddFbfに基づいて電気モータMTRが減速する場合の慣性補償制御が「必要状態」、及び、「不要状態」のうちで何れの状態であるかが判定される。判定結果は、要否判定フラグ(制御フラグ)FLkとして出力される。演算マップDFLkに従って、ddFbfが第2の所定加速度(所定値)ddf3(<0)を下回った時点で、減速時制御の要否判定フラグFLkは、「0(不要状態)」から「1(必要状態)」に変更される(FLk←1)。その後、ddFbfが所定加速度(所定値)ddf4(>ddf3,<0)以上となるときに、FLkは「1」から「0」に変更される(FLk←0)。なお、FLkは、制動操作が行われていない場合には、初期値として「0」に設定されている。
In the decrease determination calculation block FLK, the inertia compensation control when the electric motor MTR decelerates based on the second-order differential value ddFbf of the target pushing force Fbf after the delay element calculation is “necessary state” and “unnecessary state”. It is determined which state is in the house. The determination result is output as a necessity determination flag (control flag) FLk. When the ddFbf falls below the second predetermined acceleration (predetermined value) ddf3 (<0) according to the calculation map DFLk, the deceleration necessity determination flag FLk is changed from “0 (unnecessary state)” to “1 (necessary). State) ”(FLk ← 1). Thereafter, when ddFbf becomes equal to or greater than a predetermined acceleration (predetermined value) ddf4 (> ddf3, <0), FLk is changed from “1” to “0” (FLk ← 0). Note that FLk is set to “0” as an initial value when a braking operation is not performed.
慣性補償制御の要否判定フラグFLj,FLkに関する情報は、制御要否判定演算ブロックFLGから慣性補償通電量演算ブロックIJKに送信される。
Information on necessity determination flags FLj and FLk for inertia compensation control is transmitted from the control necessity determination calculation block FLG to the inertia compensation energization amount calculation block IJK.
慣性補償通電量演算ブロックIJKでは、FLGにて慣性補償制御が必要であると判定された場合(FLj=1、又は、FLk=1の場合)における慣性補償通電量(目標値)が演算される。慣性補償通電量演算ブロックIJKは、電気モータの加速時(例えば、電気モータが起動し、増速するとき)の慣性補償通電量Ijtを演算する加速時通電量演算ブロックIJT、及び、電気モータの減速時(例えば、電気モータが減速し、停止に向かうとき)の慣性補償通電量Iktを演算する減速時通電量演算ブロックIKTにて構成されている。
In the inertia compensation energization amount calculation block IJK, the inertia compensation energization amount (target value) in the case where it is determined by the FLG that the inertia compensation control is necessary (when FLj = 1 or FLk = 1) is calculated. . The inertia compensation energization amount calculation block IJK includes an acceleration energization amount calculation block IJT that calculates an inertia compensation energization amount Ijt when the electric motor is accelerated (for example, when the electric motor starts and accelerates), and It includes a deceleration energization amount calculation block IKT that calculates an inertia compensation energization amount Ikt during deceleration (for example, when the electric motor decelerates and stops).
加速時通電量演算ブロックIJTでは、要否判定フラグFLj、及び、加速時演算特性(演算マップ)CHjに基づき、加速時慣性補償通電量Ijtが演算される。加速時演算特性CHjは、加速時慣性補償制御の必要状態が判定された時点からの経過時間Tに対するIjtの特性(演算マップ)としてECU内に予め記憶されている。演算特性CHjは、時間Tが「0」のときから時間の経過に従い、Ijtが「0」から所定通電量(所定値)ij1にまで急峻に増加され、その後、時間の経過に従いIjtが所定通電量(所定値)ij1から「0」にまで緩やかに減少される。具体的には、CHjは、Ijtが「0」から所定通電量ij1にまで増加されるのに要する時間tupが、Ijtが所定通電量ij1から「0」にまで減少されるのに要する時間tdnよりも短く設定されている。
In the acceleration energization amount calculation block IJT, the acceleration inertia compensation energization amount Ijt is calculated based on the necessity determination flag FLj and the acceleration calculation characteristic (calculation map) CHj. The acceleration calculation characteristic CHj is stored in advance in the ECU as a characteristic (calculation map) of Ijt with respect to the elapsed time T from the time when the necessity state of acceleration inertia compensation control is determined. In the calculation characteristic CHj, Ijt is sharply increased from “0” to a predetermined energization amount (predetermined value) ij1 as time elapses from the time T is “0”, and then Ijt is predetermined energization as time elapses. The amount (predetermined value) is gradually decreased from ij1 to “0”. Specifically, CHj is a time tdn that is required for Ijt to be increased from “0” to the predetermined energization amount ij1, and that is required for Ijt to be decreased from the predetermined energization amount ij1 to “0”. Is set shorter.
減速時通電量演算ブロックIKTにて、要否判定フラグFLk、及び、減速時演算特性(演算マップ)CHkに基づき減速時慣性補償通電量Iktが演算される。減速時演算特性CHkは、減速時慣性補償制御の必要状態が判定された時点からの経過時間Tに対するIktの特性(演算マップ)としてECU内に予め記憶されている。CHkは、時間Tが「0」のときから時間の経過に従い、Iktが「0」から所定通電量(所定値)ik1にまで急峻に減少され、その後、時間の経過に従いIktが所定通電量(所定値)ik1から「0」にまで緩やかに増加される。具体的には、CHkは、Iktが「0」から所定通電量ik1にまで減少されるのに要する時間tvpが、Iktが所定通電量ik1から「0」にまで増加されるのに要する時間tenよりも短く設定されている。
In the deceleration energization amount calculation block IKT, the deceleration inertia compensation energization amount Ikt is calculated based on the necessity determination flag FLk and the deceleration calculation characteristic (calculation map) CHk. The deceleration calculation characteristic CHk is stored in advance in the ECU as an Ikt characteristic (calculation map) with respect to the elapsed time T from the point in time when the deceleration inertia compensation control is determined. CHk is abruptly decreased from “0” to a predetermined energization amount (predetermined value) ik1 as time elapses since time T is “0”, and thereafter, Ikt is reduced to a predetermined energization amount (elapsed time). The predetermined value) is gradually increased from ik1 to “0”. Specifically, CHk is the time ten required for the time tvp required for Ikt to decrease from “0” to the predetermined energization amount ik1, and the time ten required for Ikt to increase from the predetermined energization amount ik1 to “0”. Is set shorter.
選択演算ブロックSNTにて、電気モータ加速時の慣性補償通電量Ijtの出力、電気モータ減速時の慣性補償通電量Iktの出力、及び、制御停止(値「0」の出力)のうちから、何れか1つが選択されて出力される。選択演算ブロックSNTでは、加速時慣性補償通電量Ijt(>0)が出力されている途中で減速時慣性補償通電量Ikt(<0)が出力された場合には、Ijtに代えて、Iktが優先的に出力され得る。
In the selection calculation block SNT, any one of the output of the inertia compensation energization amount Ijt when the electric motor is accelerated, the output of the inertia compensation energization amount Ikt when the electric motor is decelerated, and the control stop (output of the value “0”) One of them is selected and output. In the selection calculation block SNT, when the deceleration inertia compensation energization amount Ikt (<0) is output while the acceleration inertia compensation energization amount Ijt (> 0) is being output, Ikt is replaced with Ikt. It can be preferentially output.
<車輪スリップ状態量演算ブロック、後輪スリップ抑制制御ブロック、及び、急停止制御ブロックの実施形態の構成>
図8を参照しながら、車輪スリップ状態量演算ブロックSLP、スリップ抑制制御ブロックFAE、及び、急停止制御ブロックQTCの実施形態について説明する。 <Configuration of Embodiments of Wheel Slip State Amount Calculation Block, Rear Wheel Slip Suppression Control Block, and Sudden Stop Control Block>
An embodiment of the wheel slip state amount calculation block SLP, the slip suppression control block FAE, and the sudden stop control block QTC will be described with reference to FIG.
図8を参照しながら、車輪スリップ状態量演算ブロックSLP、スリップ抑制制御ブロックFAE、及び、急停止制御ブロックQTCの実施形態について説明する。 <Configuration of Embodiments of Wheel Slip State Amount Calculation Block, Rear Wheel Slip Suppression Control Block, and Sudden Stop Control Block>
An embodiment of the wheel slip state amount calculation block SLP, the slip suppression control block FAE, and the sudden stop control block QTC will be described with reference to FIG.
<車輪スリップ状態量演算ブロックの実施形態>
車輪スリップ状態量演算ブロックSLPは、車両速度演算ブロックVSO、車輪スリップ速度演算ブロックVSL、及び、車輪加速度演算ブロックDVWにて構成される。車輪に制動トルクが加えられると、車輪にはスリップ(路面と車輪との間の滑り)が生じ、制動力が発生する。SLPでは、車輪速度Vwa[**]が、車輪速度センサVWA[**]、或いは通信バスを通して取得され、各車輪の回転方向のスリップ度合(車輪の滑り具合)を表す車輪スリップ状態量Slp[**]が演算される。 <Embodiment of Wheel Slip State Quantity Calculation Block>
The wheel slip state amount calculation block SLP includes a vehicle speed calculation block VSO, a wheel slip speed calculation block VSL, and a wheel acceleration calculation block DVW. When braking torque is applied to the wheel, the wheel slips (slip between the road surface and the wheel), and braking force is generated. In the SLP, the wheel speed Vwa [**] is acquired through the wheel speed sensor VWA [**] or the communication bus, and the wheel slip state quantity Slp [indicating the degree of slip in the rotational direction of each wheel (the degree of slipping of the wheel). **] is calculated.
車輪スリップ状態量演算ブロックSLPは、車両速度演算ブロックVSO、車輪スリップ速度演算ブロックVSL、及び、車輪加速度演算ブロックDVWにて構成される。車輪に制動トルクが加えられると、車輪にはスリップ(路面と車輪との間の滑り)が生じ、制動力が発生する。SLPでは、車輪速度Vwa[**]が、車輪速度センサVWA[**]、或いは通信バスを通して取得され、各車輪の回転方向のスリップ度合(車輪の滑り具合)を表す車輪スリップ状態量Slp[**]が演算される。 <Embodiment of Wheel Slip State Quantity Calculation Block>
The wheel slip state amount calculation block SLP includes a vehicle speed calculation block VSO, a wheel slip speed calculation block VSL, and a wheel acceleration calculation block DVW. When braking torque is applied to the wheel, the wheel slips (slip between the road surface and the wheel), and braking force is generated. In the SLP, the wheel speed Vwa [**] is acquired through the wheel speed sensor VWA [**] or the communication bus, and the wheel slip state quantity Slp [indicating the degree of slip in the rotational direction of each wheel (the degree of slipping of the wheel). **] is calculated.
車両速度演算ブロックVSOでは、各輪の車輪速度Vwa[**]、及び、公知の方法に基づいて、車両速度(車体速度)Vsoが演算される。例えば、各車輪速度Vwa[**]のうちで最も速いものが選択されて、車両速度Vsoとして演算され得る。
In the vehicle speed calculation block VSO, the vehicle speed (body speed) Vso is calculated based on the wheel speed Vwa [**] of each wheel and a known method. For example, the fastest wheel speed Vwa [**] can be selected and calculated as the vehicle speed Vso.
車輪スリップ速度演算ブロックVSLでは、車両速度Vso、及び、車輪速度Vwaに基づいて、各車輪のスリップ速度Vsl[**]が演算される。Vsl[**]は、Vwa[**]からVsoが減算され、負符号(マイナス)の値として演算される。
In the wheel slip speed calculation block VSL, the slip speed Vsl [**] of each wheel is calculated based on the vehicle speed Vso and the wheel speed Vwa. Vsl [**] is calculated as a negative sign (minus) value by subtracting Vso from Vwa [**].
車輪加速度演算ブロックDVWでは、各輪の車輪速度Vwa[**]、及び、公知の方法に基づいて、車輪加速度dVw[**]が演算される。例えば、Vwa[**]が時間微分されて、dVw[**]が演算され得る。車輪スリップ状態量Slp[**]は、スリップ速度Vsl[**]、及び、加速度dVw[**]の少なくとも何れか1つの状態量に基づく値(変数)である。
In the wheel acceleration calculation block DVW, the wheel acceleration dVw [**] is calculated based on the wheel speed Vwa [**] of each wheel and a known method. For example, Vwa [**] can be time differentiated to calculate dVw [**]. The wheel slip state quantity Slp [**] is a value (variable) based on at least one state quantity of the slip speed Vsl [**] and the acceleration dVw [**].
<スリップ抑制制御ブロックの実施形態>
スリップ抑制制御ブロックFAEでは、車輪のスリップを抑制するためのアンチスキッド制御(ABS制御)、或いは、制動力配分制御(EBD制御)に必要な修正押し力Faeが演算される。修正押し力Faeは、Bpaに基づいて演算される目標押し力Fbtを修正して、車輪スリップを抑制するための目標押し力Fbuを演算するための目標値である。スリップ抑制制御ブロックFAEは、アンチスキッド制御の演算マップCHab、制動力配分制御の演算マップCHeb、及び、選択演算ブロックSNUにて構成されている。なお、制動力配分制御は、後輪専用のスリップ抑制制御である。 <Embodiment of slip suppression control block>
In the slip suppression control block FAE, a corrected pushing force Fae required for anti-skid control (ABS control) or braking force distribution control (EBD control) for suppressing wheel slip is calculated. The corrected pressing force Fae is a target value for correcting a target pressing force Fbt calculated based on Bpa and calculating a target pressing force Fbu for suppressing wheel slip. The slip suppression control block FAE includes an anti-skid control calculation map CHab, a braking force distribution control calculation map CHeb, and a selection calculation block SNU. The braking force distribution control is a slip suppression control dedicated to the rear wheels.
スリップ抑制制御ブロックFAEでは、車輪のスリップを抑制するためのアンチスキッド制御(ABS制御)、或いは、制動力配分制御(EBD制御)に必要な修正押し力Faeが演算される。修正押し力Faeは、Bpaに基づいて演算される目標押し力Fbtを修正して、車輪スリップを抑制するための目標押し力Fbuを演算するための目標値である。スリップ抑制制御ブロックFAEは、アンチスキッド制御の演算マップCHab、制動力配分制御の演算マップCHeb、及び、選択演算ブロックSNUにて構成されている。なお、制動力配分制御は、後輪専用のスリップ抑制制御である。 <Embodiment of slip suppression control block>
In the slip suppression control block FAE, a corrected pushing force Fae required for anti-skid control (ABS control) or braking force distribution control (EBD control) for suppressing wheel slip is calculated. The corrected pressing force Fae is a target value for correcting a target pressing force Fbt calculated based on Bpa and calculating a target pressing force Fbu for suppressing wheel slip. The slip suppression control block FAE includes an anti-skid control calculation map CHab, a braking force distribution control calculation map CHeb, and a selection calculation block SNU. The braking force distribution control is a slip suppression control dedicated to the rear wheels.
〔アンチスキッド制御による目標押し力の修正値(修正押し力)Fabの演算〕
先ず、アンチスキッド制御(ABS制御)について説明する。後輪スリップ抑制制御ブロックFAEでは、車輪のスリップ状態量Slp[**]、及び、アンチスキッド制御の演算マップCHabに基づいて、電動制動手段BRKを介したアンチスキッド制御が実行される。スリップ抑制制御ブロックFAE内に示すABS制御用演算マップCHabが参照され、Vsl[**]、及び、dVw[**]の大小関係に基づいて制御モードが選択され、修正押し力Fab[**]が決定される。 [Calculation of target push force correction value (correct push force) Fab by anti-skid control]
First, anti-skid control (ABS control) will be described. In the rear wheel slip suppression control block FAE, anti-skid control via the electric braking means BRK is executed based on the slip state amount Slp [**] of the wheel and the calculation map CHab of anti-skid control. The ABS control calculation map CHab shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [**] and dVw [**], and the corrected pushing force Fab [** ] Is determined.
先ず、アンチスキッド制御(ABS制御)について説明する。後輪スリップ抑制制御ブロックFAEでは、車輪のスリップ状態量Slp[**]、及び、アンチスキッド制御の演算マップCHabに基づいて、電動制動手段BRKを介したアンチスキッド制御が実行される。スリップ抑制制御ブロックFAE内に示すABS制御用演算マップCHabが参照され、Vsl[**]、及び、dVw[**]の大小関係に基づいて制御モードが選択され、修正押し力Fab[**]が決定される。 [Calculation of target push force correction value (correct push force) Fab by anti-skid control]
First, anti-skid control (ABS control) will be described. In the rear wheel slip suppression control block FAE, anti-skid control via the electric braking means BRK is executed based on the slip state amount Slp [**] of the wheel and the calculation map CHab of anti-skid control. The ABS control calculation map CHab shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [**] and dVw [**], and the corrected pushing force Fab [** ] Is determined.
具体的には、先ず、車輪のスリップ速度Vsl[**]が、所定値vsa1,vsa2と比較される。所定値vsa1,vsa2は、予め設定された値であって、vsa1<vsa2<0の関係がある。車輪スリップ速度は、値が小さいほど、スリップ度合が大きい。したがって、値vsa1は値vsa2よりもスリップ度合が大きい。また、車輪の加速度dVw[**]が、所定値dva1,dva2と比較される。所定値dva1,dva2は予め設定された値であって、dva1(減速)<0<dva2(加速)の関係がある。車輪スリップ速度と同様に、車輪加速度は、値が小さいほど、スリップ度合が大きい。したがって、値dva1は値dva2よりもスリップ度合が大きい。
Specifically, first, the wheel slip speed Vsl [**] is compared with the predetermined values vsa1 and vsa2. The predetermined values vsa1 and vsa2 are preset values and have a relationship of vsa1 <vsa2 <0. As the wheel slip speed is smaller, the slip degree is larger. Therefore, the value vsa1 has a higher degree of slip than the value vsa2. Further, the wheel acceleration dVw [**] is compared with predetermined values dva1 and dva2. The predetermined values dva1 and dva2 are preset values and have a relationship of dva1 (deceleration) <0 <dva2 (acceleration). Similar to the wheel slip speed, the smaller the value of the wheel acceleration, the larger the slip degree. Therefore, the value dva1 has a higher degree of slip than the value dva2.
Vsl[**]、dVw[**]、及び、CHabに基づいてABS制御の制御モードが決定される。ABS制御の制御モードには、制動トルクが減少される減少モード、及び、制動トルクが増加される増加モードがある。減少モードは、演算マップCHabでは「減少」で表示され、押し力が減少される。また、増加モードは、演算マップCHabでは「増加」で表示され、押し力が増加される。
The ABS control mode is determined based on Vsl [**], dVw [**], and CHab. The ABS control mode includes a decrease mode in which the braking torque is reduced and an increase mode in which the braking torque is increased. The reduction mode is displayed as “decrease” in the computation map CHab, and the pressing force is reduced. Further, the increase mode is displayed as “increase” in the calculation map CHab, and the pushing force is increased.
例えば、Vsl[**]がvsa1未満であって、dVw[**]がdva1未満である場合には、減少モードが選択され、Vsl[**]がvsa1以上、且つ、vsa2未満であって、dVw[**]がdva1以上、且つ、dva2未満である場合には、増加モードが選択される。
For example, when Vsl [**] is less than vsa1 and dVw [**] is less than dva1, the decrease mode is selected, and Vsl [**] is greater than or equal to vsa1 and less than vsa2. , DVw [**] is greater than or equal to dva1 and less than dva2, the increase mode is selected.
減少モードでは、車輪スリップを減少させて車輪ロックを防止するため、目標押し力Fbuが減少されるように、ABS制御による修正押し力Fabが演算される。増加モードでは、車輪スリップを増加させて制動力を回復させるため、目標押し力Fbuが増加されるように、修正押し力(修正値)Fabが演算される。
In the decrease mode, the corrected pushing force Fab by the ABS control is calculated so that the target pushing force Fbu is reduced in order to reduce the wheel slip and prevent the wheel lock. In the increase mode, the corrected pressing force (corrected value) Fab is calculated so that the target pressing force Fbu is increased in order to increase the wheel slip and recover the braking force.
〔制動力配分制御による目標押し力の修正値(修正押し力)Febの演算〕
次に、制動力配分制御(EBD制御)について説明する。制動力配分制御では、後輪の制動トルクが調整されることによって、前輪に生じる制動力と後輪に生じる制動力との比率が調整される。スリップ抑制制御ブロックFAEでは、後輪のスリップ状態量Slp[r*]、及び、制動力配分制御の演算マップCHebに基づいて、後輪の電動制動手段BRK[r*]を介した制動力配分制御が実行される。スリップ抑制制御ブロックFAE内に示すEBD制御用演算マップCHebが参照され、Vsl[r*]、及び、dVw[r*]の大小関係に基づいて制御モードが選択され、修正押し力Feb[r*]が決定される。 [Calculation of Target Push Force Correction Value (Correction Push Force) Feb by Braking Force Distribution Control]
Next, braking force distribution control (EBD control) will be described. In the braking force distribution control, the ratio between the braking force generated on the front wheels and the braking force generated on the rear wheels is adjusted by adjusting the braking torque of the rear wheels. In the slip suppression control block FAE, the braking force distribution via the rear wheel electric braking means BRK [r *] based on the rear wheel slip state quantity Slp [r *] and the braking force distribution control calculation map CHeb. Control is executed. The calculation map CHeb for EBD control shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [r *] and dVw [r *], and the corrected pushing force Feb [r * ] Is determined.
次に、制動力配分制御(EBD制御)について説明する。制動力配分制御では、後輪の制動トルクが調整されることによって、前輪に生じる制動力と後輪に生じる制動力との比率が調整される。スリップ抑制制御ブロックFAEでは、後輪のスリップ状態量Slp[r*]、及び、制動力配分制御の演算マップCHebに基づいて、後輪の電動制動手段BRK[r*]を介した制動力配分制御が実行される。スリップ抑制制御ブロックFAE内に示すEBD制御用演算マップCHebが参照され、Vsl[r*]、及び、dVw[r*]の大小関係に基づいて制御モードが選択され、修正押し力Feb[r*]が決定される。 [Calculation of Target Push Force Correction Value (Correction Push Force) Feb by Braking Force Distribution Control]
Next, braking force distribution control (EBD control) will be described. In the braking force distribution control, the ratio between the braking force generated on the front wheels and the braking force generated on the rear wheels is adjusted by adjusting the braking torque of the rear wheels. In the slip suppression control block FAE, the braking force distribution via the rear wheel electric braking means BRK [r *] based on the rear wheel slip state quantity Slp [r *] and the braking force distribution control calculation map CHeb. Control is executed. The calculation map CHeb for EBD control shown in the slip suppression control block FAE is referred to, and the control mode is selected based on the magnitude relationship between Vsl [r *] and dVw [r *], and the corrected pushing force Feb [r * ] Is determined.
具体的には、先ず、後輪のスリップ速度Vsl[r*]が、所定値vse1,vse2と比較される。vse1,vse2は、予め設定された値であって、vse1<vse2の関係がある。値vse1は、値vse2よりもスリップ度合が大きい。また、車輪加速度dVw[r*]が、所定値dve1,dve2と比較される。dve1,dve2は予め設定された値であって、dve1<dve2の関係がある。スリップ速度と同様に、値dve1は、値dve2よりもスリップ度合が大きい。
Specifically, first, the slip speed Vsl [r *] of the rear wheel is compared with the predetermined values vse1 and vse2. vse1 and vse2 are preset values and have a relationship of vse1 <vse2. The value vse1 has a higher degree of slip than the value vse2. Further, the wheel acceleration dVw [r *] is compared with predetermined values dve1 and dve2. dve1 and dve2 are preset values and have a relationship of dve1 <dve2. Similar to the slip speed, the value dve1 has a greater degree of slip than the value dve2.
Vsl[r*]、dVw[r*]、及び、CHebに基づいてEBD制御の制御モードが決定される。EBD制御の制御モードには、制動トルクが減少される減少モード、制動トルクが保持される保持モード、及び、制動トルクが増加される増加モードがある。減少モードは、演算マップCHebでは「減少」で表示され、押し力が減少され、保持モードは、演算マップCHebでは「保持」で表示され、押し力が保持される。また、増加モードは、演算マップCHebでは「増加」で表示され、押し力が増加される。
The control mode of EBD control is determined based on Vsl [r *], dVw [r *], and CHeb. Control modes for EBD control include a decrease mode in which the braking torque is reduced, a holding mode in which the braking torque is held, and an increase mode in which the braking torque is increased. The decrease mode is displayed as “decrease” in the calculation map CHeb and the pressing force is decreased, and the hold mode is displayed as “hold” in the calculation map CHeb and the pressing force is held. The increase mode is displayed as “increase” in the calculation map CHeb, and the pushing force is increased.
例えば、Vsl[r*]がvse1未満であって、dVw[r*]がdve1未満である場合には、減少モードが選択され、Vsl[r*]がvse1以上、且つ、vse2未満であって、dVw[r*]がdve1以上、且つ、dve2未満である場合には、保持モードが選択され、Vsl[r*]がvse2以上であって、dVw[r*]がdve2以上である場合には、増加モードが選択される。
For example, when Vsl [r *] is less than vse1 and dVw [r *] is less than dve1, the decrease mode is selected, and Vsl [r *] is greater than or equal to vse1 and less than vse2. , DVw [r *] is greater than or equal to dve1 and less than dve2, the hold mode is selected, Vsl [r *] is greater than or equal to vse2, and dVw [r *] is greater than or equal to dve2. The increase mode is selected.
減少モードでは、車輪スリップを減少させて横力を確保するため、目標押し力Fbuが減少されるように、EBD制御による修正押し力Febが演算される。保持モードでは、目標押し力Fbuが維持されるように、修正押し力Febが演算される。増加モードでは、車輪スリップを増加させて制動力を増加させるため、目標押し力Fbuが増加されるように、修正押し力Febが演算される。
In the reduction mode, in order to reduce the wheel slip and secure the lateral force, the corrected pushing force Feb by the EBD control is calculated so that the target pushing force Fbu is reduced. In the holding mode, the corrected pushing force Feb is calculated so that the target pushing force Fbu is maintained. In the increase mode, in order to increase the wheel slip and increase the braking force, the corrected pressing force Feb is calculated so that the target pressing force Fbu is increased.
〔ABS制御とEBD制御との優先順位〕
選択演算ブロックSNUにて、ABS制御とEBD制御との干渉を防止するため、最終的な押し力の修正値(修正押し力)として出力されるFaeが選択される。ABS制御、及び、EBD制御が共に非実行の場合には、SNUからは修正押し力Faeが「0(目標押し力Fbtの修正が行われない)」として出力される。ABS制御が実行され、EBD制御が非実行である場合には、SNUからFabが修正押し力Faeとして出力される。逆に、ABS制御が非実行であり、EBD制御が実行される場合には、SNUからFebが修正押し力Faeとして出力される。ABS制御に基づくFabと、EBD制御に基づくFebとが干渉する(同時に演算される)場合には、Fabが最終修正押し力Faeとして優先的に選択演算ブロックSNUから出力される。 [Priority order of ABS control and EBD control]
In the selection calculation block SNU, in order to prevent interference between the ABS control and the EBD control, Fae output as the final correction value (corrected pressing force) is selected. When both ABS control and EBD control are not executed, the corrected push force Fae is output as “0 (the target push force Fbt is not corrected)” from the SNU. When the ABS control is executed and the EBD control is not executed, Fab is output from the SNU as the corrected pushing force Fae. On the contrary, when ABS control is not executed and EBD control is executed, Feb is output from the SNU as the corrected pushing force Fae. When the Fab based on the ABS control and the Fab based on the EBD control interfere (calculated simultaneously), the Fab is preferentially output from the selection calculation block SNU as the final corrected pressing force Fae.
選択演算ブロックSNUにて、ABS制御とEBD制御との干渉を防止するため、最終的な押し力の修正値(修正押し力)として出力されるFaeが選択される。ABS制御、及び、EBD制御が共に非実行の場合には、SNUからは修正押し力Faeが「0(目標押し力Fbtの修正が行われない)」として出力される。ABS制御が実行され、EBD制御が非実行である場合には、SNUからFabが修正押し力Faeとして出力される。逆に、ABS制御が非実行であり、EBD制御が実行される場合には、SNUからFebが修正押し力Faeとして出力される。ABS制御に基づくFabと、EBD制御に基づくFebとが干渉する(同時に演算される)場合には、Fabが最終修正押し力Faeとして優先的に選択演算ブロックSNUから出力される。 [Priority order of ABS control and EBD control]
In the selection calculation block SNU, in order to prevent interference between the ABS control and the EBD control, Fae output as the final correction value (corrected pressing force) is selected. When both ABS control and EBD control are not executed, the corrected push force Fae is output as “0 (the target push force Fbt is not corrected)” from the SNU. When the ABS control is executed and the EBD control is not executed, Fab is output from the SNU as the corrected pushing force Fae. On the contrary, when ABS control is not executed and EBD control is executed, Feb is output from the SNU as the corrected pushing force Fae. When the Fab based on the ABS control and the Fab based on the EBD control interfere (calculated simultaneously), the Fab is preferentially output from the selection calculation block SNU as the final corrected pressing force Fae.
<急停止制御ブロックQTCの実施形態>
前記第1、第3制動制御装置においては、急停止制御ブロックQTCでは、車輪のスリップ状態量Slp[**]に基づいて、MTRを急激に減速して停止に向かわせる急停止制御が行われる。急停止制御は、緊急的に電気モータを、その能力(性能)の最大限(限界)で急減速し、その回転運動を停止させる制御である。QTCは、演算マップCHqt、開始判定演算ブロックHJM、及び、終了判定演算ブロックOWRにて構成される。 <Embodiment of sudden stop control block QTC>
In the first and third braking control devices, in the sudden stop control block QTC, sudden stop control is performed in which the MTR is suddenly decelerated to make it stop based on the slip state amount Slp [**] of the wheel. . The sudden stop control is a control in which the electric motor is urgently decelerated at the maximum (limit) of its capacity (performance) and the rotational motion is stopped. The QTC includes a calculation map CHqt, a start determination calculation block HJM, and an end determination calculation block OWR.
前記第1、第3制動制御装置においては、急停止制御ブロックQTCでは、車輪のスリップ状態量Slp[**]に基づいて、MTRを急激に減速して停止に向かわせる急停止制御が行われる。急停止制御は、緊急的に電気モータを、その能力(性能)の最大限(限界)で急減速し、その回転運動を停止させる制御である。QTCは、演算マップCHqt、開始判定演算ブロックHJM、及び、終了判定演算ブロックOWRにて構成される。 <Embodiment of sudden stop control block QTC>
In the first and third braking control devices, in the sudden stop control block QTC, sudden stop control is performed in which the MTR is suddenly decelerated to make it stop based on the slip state amount Slp [**] of the wheel. . The sudden stop control is a control in which the electric motor is urgently decelerated at the maximum (limit) of its capacity (performance) and the rotational motion is stopped. The QTC includes a calculation map CHqt, a start determination calculation block HJM, and an end determination calculation block OWR.
〔急停止通電量Iqtの演算〕
急停止制御の演算マップCHqtでは、車輪のスリップ状態量Slp[**]に基づいて、急停止制御の通電目標値(急停止通電量)Iqt[**]が演算される。演算マップCHqtは、スリップ状態量Slp[**]に基づいて急停止制御が実行されるか、否かの判定を行うための特性である。ここで、スリップ状態量Slp[**]は、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]のうちで、少なくとも何れか1つに基づく状態量である。 [Calculation of sudden stop energization Iqt]
In the calculation map CHqt for the sudden stop control, an energization target value (abrupt stop energization amount) Iqt [**] for the sudden stop control is calculated based on the slip state amount Slp [**] of the wheel. The calculation map CHqt is a characteristic for determining whether or not the sudden stop control is executed based on the slip state amount Slp [**]. Here, the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**].
急停止制御の演算マップCHqtでは、車輪のスリップ状態量Slp[**]に基づいて、急停止制御の通電目標値(急停止通電量)Iqt[**]が演算される。演算マップCHqtは、スリップ状態量Slp[**]に基づいて急停止制御が実行されるか、否かの判定を行うための特性である。ここで、スリップ状態量Slp[**]は、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]のうちで、少なくとも何れか1つに基づく状態量である。 [Calculation of sudden stop energization Iqt]
In the calculation map CHqt for the sudden stop control, an energization target value (abrupt stop energization amount) Iqt [**] for the sudden stop control is calculated based on the slip state amount Slp [**] of the wheel. The calculation map CHqt is a characteristic for determining whether or not the sudden stop control is executed based on the slip state amount Slp [**]. Here, the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**].
具体的には、演算マップ(判定マップ)Chqtに示すように、車輪のスリップ速度Vsl[**]、及び、加速度dVw[**]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。即ち、図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、急停止通電量Iqtが、「0(制御の非実行で、演算マップでは「OFF」で示す。)」から通電限界値(予め設定された所定値)immに瞬時に切り替えられる。
Specifically, as shown in the calculation map (determination map) Chqt, the sudden stop control is executed (“ON” based on the mutual relationship between the slip speed Vsl [**] of the wheel and the acceleration dVw [**]. ”) Or non-execution (indicated by“ OFF ”). That is, when the condition indicated by “ON” in the figure is satisfied for the first time, the execution of the sudden stop control is started, and the sudden stop energization amount Iqt is “0 (no control is executed,“ OFF ”in the calculation map). Is immediately switched from the energization limit value (predetermined predetermined value) imm.
即ち、Iqtとして、摩擦部材MSBが回転部材KTBから離れていく方向(制動トルクが減少される方向)の電気モータの回転方向(逆転方向)において、最大限に通電可能な限界量(所定値)immが瞬時に指示される(ステップ出力される)。ここで、通電限界値immは、MTR及びDRVの仕様に基づいて予め設定された値であって、MTR或いはDRVに通電し得る最大電流に相当する値である。例えば、通電限界値immは、電気モータMTRの巻線(コイル)の最大電流、或いは、電気モータの駆動回路DRVを構成するスイッチング素子(パワートランジスタ等)の最大電流(例えば、熱的に通電し得る最大限(限界)の電流量)に対応した値である。
That is, as Iqt, a limit amount (predetermined value) that can be energized to the maximum in the direction of rotation (reverse direction) of the electric motor in the direction in which the friction member MSB moves away from the rotation member KTB (direction in which the braking torque is reduced). imm is instantly indicated (step output). Here, the energization limit value imm is a value set in advance based on the specifications of the MTR and DRV, and is a value corresponding to the maximum current that can energize the MTR or DRV. For example, the energization limit value imm is the maximum current of the winding (coil) of the electric motor MTR or the maximum current of the switching element (power transistor, etc.) constituting the drive circuit DRV of the electric motor (for example, thermally energized). It is a value corresponding to the maximum (limit) current amount to be obtained.
また、急停止制御の開始は、Vsl[**]、及び、dVw[**]の相互関係に依らず、個々のスリップ状態量Slp[**]に基づいて判定され得る。具体的には、スリップ速度Vsl[f*]が所定値vsq1以下となった時点、及び/又は、車輪加速度dVw[**]が所定値dvq1以下となった時点で、Iqtが「0」から通電限界値(この値を超過して通電が行われない限界値)immに瞬時に切り替えられる。
Also, the start of the sudden stop control can be determined based on the individual slip state amount Slp [**] regardless of the mutual relationship between Vsl [**] and dVw [**]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsq1 or less and / or when the wheel acceleration dVw [**] becomes a predetermined value dvq1 or less, Iqt is changed from “0”. The energization limit value (limit value beyond which this value is not energized) is immediately switched to imm.
前記第2制動制御装置においては、急停止制御ブロックQTCでは、車輪のスリップ状態量Slp[**]に基づいて、MTRを急激に減速して停止に向かわせる急停止制御が行われる。QTCでは、急停止制御が実行開始されると、Imtが「0」とされ、電気モータの端子間が電気抵抗(例えば、抵抗器)を介して短絡される。所謂、ダイナミックブレーキ(Dynamic Brake,発電ブレーキともいう)によって電気モータMTRが急減速され、その運動が停止される。ここで、短絡回路内には電気抵抗が存在するため、抵抗器(レジスタ)は必ずしも必要とはされない。QTCからは、後述する制御フラグFLqt[**]が出力されて、FLqtに基づいて、Imtが「0」とされ、電気モータの端子間が短絡される。
In the second braking control device, in the sudden stop control block QTC, sudden stop control is performed in which the MTR is rapidly decelerated and directed to stop based on the slip state amount Slp [**] of the wheel. In QTC, when the sudden stop control is started, Imt is set to “0”, and the terminals of the electric motor are short-circuited via an electric resistance (for example, a resistor). The electric motor MTR is suddenly decelerated by a so-called dynamic brake (also referred to as Dynamic Brake, also called a power generation brake), and its movement is stopped. Here, since an electrical resistance exists in the short circuit, a resistor (resistor) is not necessarily required. A control flag FLqt [**], which will be described later, is output from QTC, Imt is set to “0” based on FLqt, and the terminals of the electric motor are short-circuited.
〔急停止制御の実行フラグFLqtの演算〕
急停止制御の演算マップCHqt、及び、車輪スリップ状態量Slp[**]に基づいて、急停止制御が実行されるか、否かの判定が行われる。ここで、スリップ状態量Slp[**]は、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]のうちで、少なくとも何れか1つに基づく状態量である。具体的には、演算マップ(判定マップ)Chqtに示すように、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。即ち、図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、制御フラグFLqtが、「0(制御の非実行を表し、演算マップでは「OFF」で示す。)」から「1(制御の実行を表し、演算マップでは「ON」で示す。)」に切り替えられる。 [Calculation of execution flag FLqt for sudden stop control]
Based on the calculation map CHqt of the sudden stop control and the wheel slip state amount Slp [**], it is determined whether or not the sudden stop control is executed. Here, the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**]. Specifically, as shown in the calculation map (determination map) Chqt, the sudden stop control is executed (“ON” based on the mutual relationship between the wheel slip speed Vsl [**] and the wheel acceleration dVw [**]. ”) Or non-execution (indicated by“ OFF ”). That is, when the condition indicated by “ON” in the figure is satisfied for the first time, execution of the sudden stop control is started, and the control flag FLqt is set to “0 (indicating non-execution of control,“ OFF ”in the calculation map). ”)” Is switched from “1” (representing execution of control, indicated by “ON” in the calculation map).
急停止制御の演算マップCHqt、及び、車輪スリップ状態量Slp[**]に基づいて、急停止制御が実行されるか、否かの判定が行われる。ここで、スリップ状態量Slp[**]は、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]のうちで、少なくとも何れか1つに基づく状態量である。具体的には、演算マップ(判定マップ)Chqtに示すように、車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。即ち、図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、制御フラグFLqtが、「0(制御の非実行を表し、演算マップでは「OFF」で示す。)」から「1(制御の実行を表し、演算マップでは「ON」で示す。)」に切り替えられる。 [Calculation of execution flag FLqt for sudden stop control]
Based on the calculation map CHqt of the sudden stop control and the wheel slip state amount Slp [**], it is determined whether or not the sudden stop control is executed. Here, the slip state quantity Slp [**] is a state quantity based on at least one of the wheel slip speed Vsl [**] and the wheel acceleration dVw [**]. Specifically, as shown in the calculation map (determination map) Chqt, the sudden stop control is executed (“ON” based on the mutual relationship between the wheel slip speed Vsl [**] and the wheel acceleration dVw [**]. ”) Or non-execution (indicated by“ OFF ”). That is, when the condition indicated by “ON” in the figure is satisfied for the first time, execution of the sudden stop control is started, and the control flag FLqt is set to “0 (indicating non-execution of control,“ OFF ”in the calculation map). ”)” Is switched from “1” (representing execution of control, indicated by “ON” in the calculation map).
また、急停止制御の開始は、Vsl[**]、及び、dVw[**]の相互関係に依らず、個々のスリップ状態量Slp[**]に基づいて判定され得る。具体的には、スリップ速度Vsl[**]が所定値vsq1以下となった時点、及び/又は、車輪加速度dVw[**]が所定値dvq1以下となった時点でFLqtが「0」から「1」に切り替えられ得る。
Also, the start of the sudden stop control can be determined based on the individual slip state amount Slp [**] regardless of the mutual relationship between Vsl [**] and dVw [**]. Specifically, FLqt is changed from “0” to “0” when the slip speed Vsl [**] becomes a predetermined value vsq1 or less and / or when the wheel acceleration dVw [**] becomes a predetermined value dvq1 or less. 1 ”can be switched.
〔急停止制御の開始許可条件〕
前記第1、第3制動制御装置においては、開始判定演算ブロックHJMでは、演算マップCHqtに基づいて演算(判定)されたIqtが、さらに、急停止制御ブロックQTCから出力され得るか、否かが判定される。そして、「制御許可」が判定された場合にはCHqtにて、通電限界値immに決定されたIqtが実際に出力される。しかし、「制御禁止」が判定された場合には、CHqtにて、Iqt=immが演算されても、実際にはIqtは出力されない(Iqt=0が出力される)。 [Conditions for permitting sudden stop control]
In the first and third braking control devices, whether or not Iqt calculated (determined) based on the calculation map CHqt can be further output from the sudden stop control block QTC in the start determination calculation block HJM. Determined. When “control permission” is determined, Iqt determined to be the energization limit value imm is actually output at CHqt. However, if “control prohibited” is determined, even if Iqt = imm is calculated in CHqt, Iqt is not actually output (Iqt = 0 is output).
前記第1、第3制動制御装置においては、開始判定演算ブロックHJMでは、演算マップCHqtに基づいて演算(判定)されたIqtが、さらに、急停止制御ブロックQTCから出力され得るか、否かが判定される。そして、「制御許可」が判定された場合にはCHqtにて、通電限界値immに決定されたIqtが実際に出力される。しかし、「制御禁止」が判定された場合には、CHqtにて、Iqt=immが演算されても、実際にはIqtは出力されない(Iqt=0が出力される)。 [Conditions for permitting sudden stop control]
In the first and third braking control devices, whether or not Iqt calculated (determined) based on the calculation map CHqt can be further output from the sudden stop control block QTC in the start determination calculation block HJM. Determined. When “control permission” is determined, Iqt determined to be the energization limit value imm is actually output at CHqt. However, if “control prohibited” is determined, even if Iqt = imm is calculated in CHqt, Iqt is not actually output (Iqt = 0 is output).
前記第2制動制御装置においては、開始判定演算ブロックHJMでは、演算マップCHqtに基づいて演算(判定)されたFLqtが、急停止制御ブロックQTCから出力され得るか、否かが判定され得る。そして、「制御許可」が判定された場合には、急停止制御の実行フラグFLqtが実際に出力される。しかし、「制御禁止」が判定された場合には、FLqtが「1(制御の実行)」と演算されても、実際にはFLqtは出力されない(FLqt=0が出力される)。
In the second braking control device, the start determination calculation block HJM can determine whether or not FLqt calculated (determined) based on the calculation map CHqt can be output from the sudden stop control block QTC. When “control permission” is determined, the sudden stop control execution flag FLqt is actually output. However, if “control prohibited” is determined, even if FLqt is calculated as “1 (execution of control)”, FLqt is not actually output (FLqt = 0 is output).
具体的には、以下の(条件1)~(条件7)の全てが満足された場合に、「制御許可」が判定される。(条件1)~(条件7)のうちで、少なくとも1つの条件は省略され得る。そして、「制御許可」が判定されていない場合には、「制御禁止」が判定される。
(条件1):
一続きの制動操作において、急停止制御の開始前にスリップ抑制制御が開始されていないこと。
「一続きの制動操作」とは、「運転者が制動操作を開始してから、その操作を終了するまでの操作」を指す。
本条件は、Bpa、及び、修正押し力Faeに基づいて判定され得る。
(条件2):
電気モータの速度dMkが所定速度(所定値)dmk1以上であること。
dMkは、位置取得手段(回転角取得手段)MKAにて取得される電気モータの位置(回転角)Mkaに基づいて演算される。具体的には、モータ速度演算ブロック(角速度演算ブロック)DMKにて、Mkaが時間微分されて、dMkが演算され得る。
(条件3):
車両速度(車体速度)Vsoが所定速度(所定値)vso1以上であること。
Vsoは、VWAにて取得されるVwaに基づいて演算され得る。
(条件4):
一続きの制動操作において、急停止制御の開始前に増加時の慣性補償制御が開始されていること。
本条件は、Ijt、或いは、FLj(図6、7を参照)に基づいて判定され得る。
(条件5):
制動操作速度dBpが所定値dbp1以上であること。
dBpは、BPAにて取得されるBpaに基づいて演算され得る。具体的には、制動操作速度演算ブロックDBPにて、Bpaが時間微分されて、dBpが演算され得る。
(条件6):
路面摩擦係数μmが所定値mu1以上であること。
μmは、摩擦係数取得手段MUにて、公知の方法に基づいて取得され得る。また、他のシステムにて演算されたμmが、車両内の通信バスを介して利用され得る。
(条件7):
実際の押し力Fbaが所定押し力(所定値)fba1以上であること。
Fbaは、FBAにて取得され得る。 Specifically, “control permission” is determined when all of the following (condition 1) to (condition 7) are satisfied. Among (Condition 1) to (Condition 7), at least one condition may be omitted. If “control permission” is not determined, “control prohibition” is determined.
(Condition 1):
In a series of braking operations, the slip suppression control is not started before the sudden stop control is started.
The “continuous braking operation” refers to an “operation from when the driver starts the braking operation to when the operation ends”.
This condition can be determined based on Bpa and the corrected pressing force Fae.
(Condition 2):
The speed dMk of the electric motor is not less than a predetermined speed (predetermined value) dmk1.
dMk is calculated based on the position (rotation angle) Mka of the electric motor acquired by the position acquisition means (rotation angle acquisition means) MKA. Specifically, in the motor speed calculation block (angular speed calculation block) DMK, Mka is time-differentiated and dMk can be calculated.
(Condition 3):
The vehicle speed (vehicle speed) Vso is equal to or higher than a predetermined speed (predetermined value) vso1.
Vso can be calculated based on Vwa acquired by VWA.
(Condition 4):
In a series of braking operations, inertia compensation control at the time of increase is started before the start of sudden stop control.
This condition can be determined based on Ijt or FLj (see FIGS. 6 and 7).
(Condition 5):
The braking operation speed dBp is not less than a predetermined value dbp1.
dBp can be calculated based on Bpa acquired by BPA. Specifically, in the braking operation speed calculation block DBP, Bpa is time-differentiated and dBp can be calculated.
(Condition 6):
The road surface friction coefficient μm is not less than a predetermined value mu1.
μm can be acquired by the friction coefficient acquisition means MU based on a known method. Further, μm calculated in another system can be used via a communication bus in the vehicle.
(Condition 7):
The actual pressing force Fba is not less than a predetermined pressing force (predetermined value) fba1.
Fba can be obtained at FBA.
(条件1):
一続きの制動操作において、急停止制御の開始前にスリップ抑制制御が開始されていないこと。
「一続きの制動操作」とは、「運転者が制動操作を開始してから、その操作を終了するまでの操作」を指す。
本条件は、Bpa、及び、修正押し力Faeに基づいて判定され得る。
(条件2):
電気モータの速度dMkが所定速度(所定値)dmk1以上であること。
dMkは、位置取得手段(回転角取得手段)MKAにて取得される電気モータの位置(回転角)Mkaに基づいて演算される。具体的には、モータ速度演算ブロック(角速度演算ブロック)DMKにて、Mkaが時間微分されて、dMkが演算され得る。
(条件3):
車両速度(車体速度)Vsoが所定速度(所定値)vso1以上であること。
Vsoは、VWAにて取得されるVwaに基づいて演算され得る。
(条件4):
一続きの制動操作において、急停止制御の開始前に増加時の慣性補償制御が開始されていること。
本条件は、Ijt、或いは、FLj(図6、7を参照)に基づいて判定され得る。
(条件5):
制動操作速度dBpが所定値dbp1以上であること。
dBpは、BPAにて取得されるBpaに基づいて演算され得る。具体的には、制動操作速度演算ブロックDBPにて、Bpaが時間微分されて、dBpが演算され得る。
(条件6):
路面摩擦係数μmが所定値mu1以上であること。
μmは、摩擦係数取得手段MUにて、公知の方法に基づいて取得され得る。また、他のシステムにて演算されたμmが、車両内の通信バスを介して利用され得る。
(条件7):
実際の押し力Fbaが所定押し力(所定値)fba1以上であること。
Fbaは、FBAにて取得され得る。 Specifically, “control permission” is determined when all of the following (condition 1) to (condition 7) are satisfied. Among (Condition 1) to (Condition 7), at least one condition may be omitted. If “control permission” is not determined, “control prohibition” is determined.
(Condition 1):
In a series of braking operations, the slip suppression control is not started before the sudden stop control is started.
The “continuous braking operation” refers to an “operation from when the driver starts the braking operation to when the operation ends”.
This condition can be determined based on Bpa and the corrected pressing force Fae.
(Condition 2):
The speed dMk of the electric motor is not less than a predetermined speed (predetermined value) dmk1.
dMk is calculated based on the position (rotation angle) Mka of the electric motor acquired by the position acquisition means (rotation angle acquisition means) MKA. Specifically, in the motor speed calculation block (angular speed calculation block) DMK, Mka is time-differentiated and dMk can be calculated.
(Condition 3):
The vehicle speed (vehicle speed) Vso is equal to or higher than a predetermined speed (predetermined value) vso1.
Vso can be calculated based on Vwa acquired by VWA.
(Condition 4):
In a series of braking operations, inertia compensation control at the time of increase is started before the start of sudden stop control.
This condition can be determined based on Ijt or FLj (see FIGS. 6 and 7).
(Condition 5):
The braking operation speed dBp is not less than a predetermined value dbp1.
dBp can be calculated based on Bpa acquired by BPA. Specifically, in the braking operation speed calculation block DBP, Bpa is time-differentiated and dBp can be calculated.
(Condition 6):
The road surface friction coefficient μm is not less than a predetermined value mu1.
μm can be acquired by the friction coefficient acquisition means MU based on a known method. Further, μm calculated in another system can be used via a communication bus in the vehicle.
(Condition 7):
The actual pressing force Fba is not less than a predetermined pressing force (predetermined value) fba1.
Fba can be obtained at FBA.
急停止制御は、車輪のスリップ抑制制御の開始前に電気モータの回転速度を減少させることを目的とするため、(条件1)が許可条件とされ得る。また、電気モータの慣性の影響はその速度に相関するため、(条件2)が許可条件とされ得る。また、車両速度が低いときには車輪のスリップ抑制制御が必要とされないため、(条件3)が許可条件とされ得る。更には、車輪のスリップ抑制制御において、電気モータの慣性の影響が問題となる典型例として、路面摩擦係数の高い路面(例えば、乾燥したアスファルト路面)上で、運転者による急制動がなされ、加速時の慣性補償制御によって、電気モータが加速されている最中に、車輪のスリップ抑制制御が必要となる場面が挙げられる。そのため、(条件4)及び(条件6)が許可条件とされ得る。また、慣性補償制御は急制動時に必要となるため、(条件5)が許可条件とされ得る。更には、路面摩擦係数が高い場合は、路面からの反力が確保されているため、車輪スリップが増加した際の実押し力Fbaが大きい。したがって、(条件7)が許可条件とされ得る。
Since the sudden stop control is intended to reduce the rotation speed of the electric motor before the start of the wheel slip suppression control, (Condition 1) can be a permission condition. Further, since the influence of the inertia of the electric motor correlates with the speed, (Condition 2) can be set as the permission condition. Further, since the wheel slip suppression control is not required when the vehicle speed is low, (Condition 3) can be set as the permission condition. Furthermore, as a typical example in which the influence of the inertia of the electric motor is a problem in the wheel slip suppression control, the driver suddenly brakes and accelerates on a road surface having a high road surface friction coefficient (for example, a dry asphalt road surface). In some cases, the wheel slip suppression control is required while the electric motor is being accelerated by the inertia compensation control at the time. Therefore, (condition 4) and (condition 6) can be permitted conditions. In addition, since inertia compensation control is necessary at the time of sudden braking, (condition 5) can be a permission condition. Furthermore, when the road surface friction coefficient is high, since the reaction force from the road surface is ensured, the actual pushing force Fba when the wheel slip increases is large. Therefore, (Condition 7) can be a permission condition.
前記第2制動制御装置においては、図3、図4に示すスイッチング制御ブロックSWTにて、急停止制御の実行フラグFLqtが「1(制御の実行)」であることを受信して、電気モータの端子間が、電気抵抗を介して短絡(ショート)されるようにスイッチング素子が駆動されるとともに、目標通電量Imtが「0」に減少される。
In the second braking control device, the switching control block SWT shown in FIG. 3 and FIG. 4 receives that the sudden stop control execution flag FLqt is “1 (execution of control)”, and The switching element is driven so that the terminals are short-circuited via an electric resistance, and the target energization amount Imt is reduced to “0”.
図3に示される駆動手段DRVの構成(ブラシモータ用の駆動回路)においては、急停止制御の実行開始が判定されて、制御フラグFLqtが「0(非実行状態)」から「1(実行状態)」に切り替えられた時点で、スイッチング素子S1及びS2が通電状態とされ、スイッチング素子S3及びS4が非通電状態とされ、電気モータの端子TsとTbとの間が短絡(ショート)状態とされる。或いは、スイッチング素子S3及びS4が通電状態とされ、スイッチング素子S1及びS2が非通電状態とされ、電気モータMTRの端子間(Ts-Tb間)が短絡状態とされ得る。ここで、電気モータの端子間が電気抵抗を介して短絡されるのと同時に、MTRの目標通電量Imtが「0(非通電状態)」にまで減少される。
In the configuration of the driving means DRV shown in FIG. 3 (driving circuit for the brush motor), the execution start of the sudden stop control is determined, and the control flag FLqt is changed from “0 (non-execution state)” to “1 (execution state). ) ", The switching elements S1 and S2 are energized, the switching elements S3 and S4 are de-energized, and the terminals Ts and Tb of the electric motor are short-circuited. The Alternatively, the switching elements S3 and S4 can be energized, the switching elements S1 and S2 can be de-energized, and the terminals of the electric motor MTR (between Ts and Tb) can be short-circuited. Here, at the same time that the terminals of the electric motor are short-circuited via the electric resistance, the target energization amount Imt of the MTR is reduced to “0 (non-energized state)”.
図4に示される駆動手段DRVの構成(ブラシレスモータ用の駆動回路)においては、急停止制御の実行が判定された時点(FLqt←1)で、スイッチング素子Z1~Z3のうちで2つ以上の素子が通電状態とされ、スイッチング素子Z4~Z6の全ての素子が非通電状態とされ、電気モータの端子間Tu、Tv及びTwのうちの少なくとも1組の端子間が短絡状態(ショート状態)とされる。また、スイッチング素子Z4~Z6のうちで2つ以上の素子が通電状態とされ、スイッチング素子Z1~Z3の全ての素子が非通電状態とされ、3つの端子間のうちの少なくとも1組が短絡され得る。図3のDRVの場合と同様に、電気モータの端子間が電気抵抗を介して短絡されるのと同時に、目標通電量Imtが「0」とされる。
In the configuration of the driving means DRV shown in FIG. 4 (driving circuit for brushless motor), at the time when execution of the sudden stop control is determined (FLqt ← 1), two or more of the switching elements Z1 to Z3 are used. The elements are energized, all the switching elements Z4 to Z6 are de-energized, and at least one of the terminals Tu, Tv and Tw of the electric motor is short-circuited (short-circuited). Is done. Also, two or more of the switching elements Z4 to Z6 are energized, all the elements of the switching elements Z1 to Z3 are deenergized, and at least one set of the three terminals is short-circuited. obtain. As in the case of DRV in FIG. 3, the target energization amount Imt is set to “0” at the same time as the terminals of the electric motor are short-circuited via the electric resistance.
また、電気モータの端子間に個別のスイッチング回路(例えば、リレー回路)が設けられ得る。この場合、上記のスイッチング素子(S1等)が用いられることなく、電気モータの端子間が電気抵抗(抵抗器)を介して短絡され得る。上記と同様に、急停止制御の実行/非実行を表す制御フラグFLqtに基づくスイッチング制御ブロックSWTからの信号によって、スイッチング回路の駆動が行われる。即ち、その信号に基づいて、電気モータの端子間リレーが通電(ON)状態、又は、非通電(OFF)状態に切り替えられ得る。
Also, an individual switching circuit (for example, a relay circuit) can be provided between the terminals of the electric motor. In this case, the terminals of the electric motor can be short-circuited via an electric resistance (resistor) without using the switching element (S1 or the like). Similarly to the above, the switching circuit is driven by a signal from the switching control block SWT based on the control flag FLqt indicating execution / non-execution of the sudden stop control. That is, based on the signal, the relay between terminals of the electric motor can be switched to an energized (ON) state or a non-energized (OFF) state.
電気モータの端子間を、電気抵抗(例えば、抵抗器)を介して短絡するダイナミックブレーキによって、電気モータを発電機にして発生した電力が電気抵抗によって消費される。その結果、電気モータMTRに制動トルクが加えられ、減速される。即ち、MTRの運動エネルギ(回転エネルギ)によって発生する回生電力が、駆動回路DRVを含む電気モータ内部の電気抵抗で熱消費されて、MTRが速やかに停止され得る。なお、電気モータの端子間短絡よって形成される回路内には電気抵抗が存在する場合があるため、個別の抵抗器が設けられない場合もある。
The power generated by using the electric motor as a generator is consumed by the electric resistance by a dynamic brake that short-circuits the terminals of the electric motor via an electric resistance (for example, a resistor). As a result, braking torque is applied to the electric motor MTR, and the electric motor MTR is decelerated. That is, the regenerative electric power generated by the kinetic energy (rotational energy) of the MTR is consumed by the electric resistance inside the electric motor including the drive circuit DRV, so that the MTR can be stopped quickly. In addition, since an electrical resistance may exist in the circuit formed by the short circuit between terminals of an electric motor, an individual resistor may not be provided.
〔急停止制御の終了条件〕
終了判定演算ブロックOWRでは、急停止制御が継続されるか、終了されるかが判定される。「制御継続」が判定された場合にはIqtが実際に出力され続けるが、「制御終了」が判定された場合には、Iqtは出力されない(Iqt=0が出力される)。 [Termination conditions for sudden stop control]
In the end determination calculation block OWR, it is determined whether the sudden stop control is continued or ended. If “control continuation” is determined, Iqt is continuously output, but if “control end” is determined, Iqt is not output (Iqt = 0 is output).
終了判定演算ブロックOWRでは、急停止制御が継続されるか、終了されるかが判定される。「制御継続」が判定された場合にはIqtが実際に出力され続けるが、「制御終了」が判定された場合には、Iqtは出力されない(Iqt=0が出力される)。 [Termination conditions for sudden stop control]
In the end determination calculation block OWR, it is determined whether the sudden stop control is continued or ended. If “control continuation” is determined, Iqt is continuously output, but if “control end” is determined, Iqt is not output (Iqt = 0 is output).
具体的には、以下の(条件A)~(条件D)のうちで1つの条件が満足された場合に、「制御終了」が判定される。(条件A)~(条件D)のうちで、少なくとも1つの条件は省略され得る。そして、「制御終了」が判定されない場合には、「制御継続」が判定される。
(条件A):
電気モータの速度dMkが所定速度(所定値)dmk2未満であること。
dmk2<dmk1の関係が成立している。
(条件B):
車両速度Vsoが所定速度(所定値)vso2未満であること。
vso2<vso1の関係が成立している。
(条件C):
スリップ抑制制御の開始後において、押し力偏差ΔFb(=Fbu-Fba)が所定偏差(所定値)hfb2未満であること。
(条件D):
急停止制御が開始されてからの継続時間Tqtが所定時間(所定値)tqt2を超過したこと。
前記第1、第3制動制御装置では、Tqcは、Iqtが「0」から値immに切り替えられた時点からタイマによってカウントされて演算される。前記第2制動制御装置では、Tqcは、FLqtが「0(非実行状態)」から「1(実行状態)」に切り替えられた時点からタイマによってカウントされて演算される。
Specifically, “control end” is determined when one of the following (condition A) to (condition D) is satisfied. Among (Condition A) to (Condition D), at least one condition may be omitted. When “control end” is not determined, “control continuation” is determined.
(Condition A):
The speed dMk of the electric motor is less than a predetermined speed (predetermined value) dmk2.
The relationship dmk2 <dmk1 is established.
(Condition B):
The vehicle speed Vso is less than a predetermined speed (predetermined value) vso2.
The relationship of vso2 <vso1 is established.
(Condition C):
After the start of the slip suppression control, the pressing force deviation ΔFb (= Fbu−Fba) is less than a predetermined deviation (predetermined value) hfb2.
(Condition D):
The duration Tqt from the start of the sudden stop control has exceeded a predetermined time (predetermined value) tqt2.
In the first and third braking control devices, Tqc is counted and calculated by a timer from the time when Iqt is switched from “0” to the value imm. In the second braking control device, Tqc is counted and calculated by a timer from the time when FLqt is switched from “0 (non-execution state)” to “1 (execution state)”.
(条件A):
電気モータの速度dMkが所定速度(所定値)dmk2未満であること。
dmk2<dmk1の関係が成立している。
(条件B):
車両速度Vsoが所定速度(所定値)vso2未満であること。
vso2<vso1の関係が成立している。
(条件C):
スリップ抑制制御の開始後において、押し力偏差ΔFb(=Fbu-Fba)が所定偏差(所定値)hfb2未満であること。
(条件D):
急停止制御が開始されてからの継続時間Tqtが所定時間(所定値)tqt2を超過したこと。
前記第1、第3制動制御装置では、Tqcは、Iqtが「0」から値immに切り替えられた時点からタイマによってカウントされて演算される。前記第2制動制御装置では、Tqcは、FLqtが「0(非実行状態)」から「1(実行状態)」に切り替えられた時点からタイマによってカウントされて演算される。
Specifically, “control end” is determined when one of the following (condition A) to (condition D) is satisfied. Among (Condition A) to (Condition D), at least one condition may be omitted. When “control end” is not determined, “control continuation” is determined.
(Condition A):
The speed dMk of the electric motor is less than a predetermined speed (predetermined value) dmk2.
The relationship dmk2 <dmk1 is established.
(Condition B):
The vehicle speed Vso is less than a predetermined speed (predetermined value) vso2.
The relationship of vso2 <vso1 is established.
(Condition C):
After the start of the slip suppression control, the pressing force deviation ΔFb (= Fbu−Fba) is less than a predetermined deviation (predetermined value) hfb2.
(Condition D):
The duration Tqt from the start of the sudden stop control has exceeded a predetermined time (predetermined value) tqt2.
In the first and third braking control devices, Tqc is counted and calculated by a timer from the time when Iqt is switched from “0” to the value imm. In the second braking control device, Tqc is counted and calculated by a timer from the time when FLqt is switched from “0 (non-execution state)” to “1 (execution state)”.
電気モータの慣性によるスリップ増大は、その速度が大きい場合に発生するため、(条件A)が終了条件とされ得る。また、車両速度が低下すると、スリップ抑制制御が終了されるため、(条件B)が終了条件とされ得る。また、実際値Fbaが目標値Fbuに追従するようになれば、急停止制御は不要となるため、(条件C)が終了条件とされ得る。更には、急停止制御は、電気モータの緊急的な制御であるため、(条件D)が終了条件とされ得る。
Since the increase in slip due to the inertia of the electric motor occurs when the speed is high, (Condition A) can be the end condition. Moreover, since slip suppression control is complete | finished when vehicle speed falls, (Condition B) can be made into an end condition. Further, if the actual value Fba follows the target value Fbu, the sudden stop control becomes unnecessary, so (Condition C) can be set as the end condition. Furthermore, since the sudden stop control is an emergency control of the electric motor, (Condition D) can be set as the end condition.
演算周期が各状態量で異なる場合、各状態量を演算するための検出値の解像度が低い場合、或いは、検出値や演算値の誤りを防止するため複数演算周期の値が比較される場合等、MTRの慣性影響を補償するための演算処理に時間を要する場合がある。例えば、減速時の慣性補償制御にて、車輪スリップ状態量の演算処理に比較して時間を要する演算処理(1つの演算周期が長い処理、或いは、演算に複数周期を要する処理)がなされた後に、慣性補償通電量Ikt(の絶対値)が漸増されると、MTRの急減速に際しては、時間的に遅れが生じる場合がある。これに対し、急停止制御では、物理的に可能な限りの通電量がMTRにステップ的に指示されるため、時間的に遅れが生じることなくMTRが直ちに急減速させられる。従って、車輪スリップが、効率的に、且つ確実に抑制され得る。
When the calculation cycle is different for each state quantity, when the resolution of the detection value for calculating each state quantity is low, or when the values of multiple calculation periods are compared to prevent errors in the detection value or calculation value, etc. In some cases, the computation processing for compensating for the inertial effect of MTR takes time. For example, in inertia compensation control during deceleration, after a calculation process (a process with a long calculation period or a process that requires a plurality of periods for calculation) that requires more time than the calculation process of the wheel slip state quantity is performed. If the inertia compensation energization amount Ikt (absolute value thereof) is gradually increased, there may be a time delay when the MTR suddenly decelerates. On the other hand, in the sudden stop control, the energization amount that is physically possible is instructed stepwise to the MTR, so that the MTR is rapidly decelerated immediately without causing a time delay. Therefore, wheel slip can be suppressed efficiently and reliably.
急停止制御の実行(ON)/非実行(OFF)は、対象とする電動制動車輪(BRKを備えた車輪)のスリップ状態量Slp[**]に基づいて行われ得るが、他の車輪(対象とする電動制動車輪とは異なる車輪)のスリップ状態量Slp[**]に基づいて行われ得る。例えば、各車輪のスリップ状態量Slp[**]のうちで、最も小さい状態量に基づいて急停止制御の実行/非実行が判定され得る。即ち、車両の4つの車輪のうちで、最もスリップの程度が大きい車輪のスリップ状態量に基づいて、急停止制御の実行開始が判定される。また、複数の電動制動車輪のうちの1つにて急停止制御の開始が判定された場合には、他の車輪にて急停止制御の開始が判定されていない場合であっても急停止制御が開始され得る。急停止制御の終了は、各車輪にて別々に行われ得る。これにより、最もスリップの程度が大きい車輪以外の車輪のスリップ状態量に基づいて急停止制御の実行が判定される場合と比べて、急停止制御がより早期に開始され得、車輪スリップの増大がより確実に抑制され得る。また、急停止制御の終了が各車輪で独立して判定されるため、スリップ抑制制御(アンチスキッド制御等)への確実な遷移が行われ得る。
Execution (ON) / non-execution (OFF) of the sudden stop control can be performed based on the slip state amount Slp [**] of the target electric braking wheel (wheel equipped with BRK). This may be performed based on the slip state amount Slp [**] of a wheel that is different from the target electric braking wheel. For example, execution / non-execution of the sudden stop control can be determined based on the smallest state quantity among the slip state quantities Slp [**] of each wheel. That is, the execution start of the sudden stop control is determined based on the slip state amount of the wheel having the largest slip degree among the four wheels of the vehicle. In addition, when the start of the sudden stop control is determined at one of the plurality of electric braking wheels, the sudden stop control is performed even when the start of the sudden stop control is not determined at the other wheels. Can be started. The termination of the sudden stop control can be performed separately for each wheel. Thereby, compared with the case where the execution of the sudden stop control is determined based on the slip state amount of the wheels other than the wheel having the largest slip, the sudden stop control can be started earlier, and the increase of the wheel slip is increased. It can be more reliably suppressed. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
さらに、「或る車輪に発生される制動力をその車輪に作用する垂直荷重(垂直力)で除した値」を「制動負荷」と呼ぶものとすると、一般的な車両では、前輪の制動負荷が後輪の制動負荷よりも大きくなるように前後制動力が配分される。換言すれば、所謂「理想制動力配分」(制動時、前後輪の車輪ロックが同時に発生する前後制動力配分)に対して、前輪の垂直荷重に対する制動力の割合が、後輪の垂直荷重に対する制動力の割合よりも大きくなるように、前後輪間での制動力の比率が決定される。車輪の制動力は、車輪に与えられた制動トルクの結果として生じるスリップ(路面と車輪との間の滑り)によって発生する。従って、同一減速度であれば、前輪のスリップ度合は、後輪のスリップ度合よりも大きい。換言すれば、前輪スリップ状態量Slp[f*]によって、その後に増大するであろう後輪のスリップ状態が予測され得る。また、車両安定性を維持するためには、後輪のスリップ増大を抑制して、後輪の横力を十分に確保する必要がある。以上の知見に基づき、本実施形態では、前輪のスリップ状態量Slp[f*]に基づいて、後輪に対する急停止制御の実行の要否が判定され得る。このため、後輪のスリップ状態量Slp[r*]に基づいて後輪に対する急停止制御の実行の要否が判定される態様と比べて、後輪の急停止制御がより早期に開始され、後輪スリップの増大がより確実に抑制され得る。
Further, when a value obtained by dividing a braking force generated on a certain wheel by a vertical load (vertical force) acting on the wheel is called a “braking load”, in a general vehicle, the braking load on the front wheel The front / rear braking force is distributed so that is larger than the braking load of the rear wheels. In other words, with respect to the so-called “ideal braking force distribution” (front / rear braking force distribution in which the front and rear wheels are simultaneously locked), the ratio of the braking force to the front wheel vertical load is The ratio of the braking force between the front and rear wheels is determined so as to be larger than the ratio of the braking force. The braking force of the wheel is generated by a slip (slip between the road surface and the wheel) resulting from the braking torque applied to the wheel. Therefore, if the deceleration is the same, the slip degree of the front wheels is greater than the slip degree of the rear wheels. In other words, the rear wheel slip state that will increase thereafter can be predicted by the front wheel slip state amount Slp [f *]. Further, in order to maintain the vehicle stability, it is necessary to suppress the increase in slip of the rear wheel and sufficiently secure the lateral force of the rear wheel. Based on the above knowledge, in the present embodiment, it is possible to determine whether or not it is necessary to execute the sudden stop control for the rear wheel based on the slip state amount Slp [f *] of the front wheel. For this reason, compared with the aspect in which the necessity of executing the sudden stop control for the rear wheel is determined based on the slip state amount Slp [r *] of the rear wheel, the rear wheel sudden stop control is started earlier, An increase in rear wheel slip can be more reliably suppressed.
急停止制御の開始は、左右前輪のスリップ状態量Slp[f*]のうちで小さい方の状態量が選択されて、この値に基づいて行われ得る。即ち、前輪のうちで、最もスリップの程度が大きい車輪のスリップ状態量に基づいて、後輪の急停止制御の実行開始が判定される。また、左右後輪のうちで一方側の後輪にて急停止制御の開始が判定された場合には、他方側の後輪にて急停止制御の開始が判定されていない場合であっても急停止制御が開始され得る。急停止制御の終了は、左右後輪にて別々に行われ得る。スリップ度合が最も大きい車輪のスリップ状態量に基づいて、後輪の急停止制御の実行が判定されるため、急停止制御がより早期に開始され得、後輪のスリップの増大がより確実に抑制され得る。また、急停止制御の終了が各車輪で独立して判定されるため、スリップ抑制制御(アンチスキッド制御等)への確実な遷移が行われ得る。
The start of the sudden stop control can be performed based on this value by selecting the smaller state quantity among the slip state quantities Slp [f *] of the left and right front wheels. That is, the start of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree among the front wheels. In addition, when the start of the sudden stop control is determined at the rear wheel on one side among the left and right rear wheels, even if the start of the sudden stop control is not determined at the rear wheel on the other side The sudden stop control can be started. The termination of the sudden stop control can be performed separately for the left and right rear wheels. Since the execution of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree, the sudden stop control can be started earlier, and the increase in the slip of the rear wheel is more reliably suppressed. Can be done. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
<作用・効果>
次に、図9及び図10を参照しながら、前記第1制動制御装置の作用・効果について説明する。図9は、「加速時の慣性補償制御がなされた後に急停止制御が実行される場合」の時系列波形の一例であり、図10は、「慣性補償制御の実行中に急停止制御が実行される場合」の時系列波形の一例である。 <Action and effect>
Next, operations and effects of the first braking control device will be described with reference to FIGS. 9 and 10. FIG. 9 is an example of a time-series waveform of “when the sudden stop control is executed after the inertia compensation control during acceleration”, and FIG. 10 shows “the sudden stop control is executed during the execution of the inertia compensation control”. It is an example of a time-series waveform of “when to be performed”.
次に、図9及び図10を参照しながら、前記第1制動制御装置の作用・効果について説明する。図9は、「加速時の慣性補償制御がなされた後に急停止制御が実行される場合」の時系列波形の一例であり、図10は、「慣性補償制御の実行中に急停止制御が実行される場合」の時系列波形の一例である。 <Action and effect>
Next, operations and effects of the first braking control device will be described with reference to FIGS. 9 and 10. FIG. 9 is an example of a time-series waveform of “when the sudden stop control is executed after the inertia compensation control during acceleration”, and FIG. 10 shows “the sudden stop control is executed during the execution of the inertia compensation control”. It is an example of a time-series waveform of “when to be performed”.
図9に示すように、この例では、時点t0にて、運転者によって制動操作が開始され、制動操作量Bpaが増加し始める。Bpaの増加にともない目標押し力(目標値)Fbuが増加する。時点t1にて、加速時の慣性補償制御が開始されて、増大していく電気モータの目標通電量Imtが、Fbuに基づく値から慣性補償制御通電量(目標値)Ijt分だけ、電気モータの正転方向(押し力が増加する方向)に増大される。この慣性補償制御によって、押し力の実際値Fbaも増加する。そして、車輪スリップ状態量Slp[**]が所定値(例えば、vsa1,dva1)を下回った時点t4(車輪のスリップ度合が所定の状態よりも大きくなったとき)にて、急停止制御は非実行状態から実行状態に切り替えられる。この時点t4にて、急停止制御が開始され、目標通電量Imtが、急停止通電量Iqtによって通電限界値immにまでステップ的に、電気モータの逆転方向(押し力が減少する方向)に減少される。ここで、通電限界値immは、電気モータMTR(例えば、モータ巻線)、及び、電気モータの駆動回路DRV(例えば、素子)のうちで少なくとも一方に通電可能な電流の最大値に基づいて、予め設定された値である。この急停止制御によって、電気モータが性能上可能な限りに減速され、実押し力Fbaのオーバシュートが抑制される。
As shown in FIG. 9, in this example, the braking operation is started by the driver at time t0, and the braking operation amount Bpa starts to increase. The target pushing force (target value) Fbu increases as Bpa increases. At time t1, inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor that increases is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases). By this inertia compensation control, the actual value Fba of the pushing force also increases. Then, when the wheel slip state amount Slp [**] falls below a predetermined value (for example, vsa1, dva1), the sudden stop control is not performed at the time t4 (when the slip degree of the wheel becomes larger than the predetermined state). The execution state is switched to the execution state. At this time t4, the sudden stop control is started, and the target energization amount Imt is decreased stepwise in the reverse direction of the electric motor (the direction in which the pushing force decreases) to the energization limit value imm by the sudden stop energization amount Iqt. Is done. Here, the energization limit value imm is based on the maximum value of the current that can be energized to at least one of the electric motor MTR (for example, the motor winding) and the drive circuit DRV (for example, the element) of the electric motor, It is a preset value. By this sudden stop control, the electric motor is decelerated as much as possible in performance, and the overshoot of the actual pushing force Fba is suppressed.
急停止制御は、上述の終了条件が満足されるまで継続される。例えば、車輪のスリップ抑制制御が開始される前に、終了条件が満足されれば、その時点(t5)にて、急停止制御は終了され、ImtはFbuに基づく値にまで戻される。車輪のスリップ抑制制御が開始されても終了条件が満足されない場合には、急停止制御は継続される。例えば、図9の一点鎖線に示す例では、時点t3にてスリップ抑制制御の開始判定がなされている。しかしながら、急停止制御の実行が維持されているため、目標通電量Imtは通電限界値immになおも維持される。そして、急停止制御の終了条件が満足される時点t6にて、ImtがFbuに基づく値まで復帰される。
The sudden stop control is continued until the above end condition is satisfied. For example, if the end condition is satisfied before the wheel slip suppression control is started, the sudden stop control is ended at that point (t5), and Imt is returned to the value based on Fbu. If the end condition is not satisfied even when the wheel slip suppression control is started, the sudden stop control is continued. For example, in the example shown by the alternate long and short dash line in FIG. 9, the slip suppression control start determination is made at time t3. However, since the execution of the sudden stop control is maintained, the target energization amount Imt is still maintained at the energization limit value imm. Then, Imt is returned to a value based on Fbu at time t6 when the termination condition of the sudden stop control is satisfied.
図10に示すように、慣性補償制御と急停止制御とが同時に実行される場合には、急停止制御の実行が優先される。例えば、慣性補償制御によって、ImtがFbuに基づく値からIjt分だけ増大されて演算されている場合に、急停止制御が開始されると(時点u1)、慣性補償制御は、非実行状態とされ、Imtは通電限界値immにまでステップ的に減少される。この急停止制御によって、電気モータMTRの性能において可能な限りの通電量(限界値imm)がMTRに指示される。この結果、電気モータの慣性に起因する車輪スリップの増大が、効率良く、確実に抑制され、車両の安定性が確保され得る。
As shown in FIG. 10, when the inertia compensation control and the sudden stop control are executed simultaneously, the execution of the sudden stop control has priority. For example, when the inertia compensation control is calculated by increasing Imt from the value based on Fbu by Ijt, when the sudden stop control is started (time point u1), the inertia compensation control is set to a non-execution state. , Imt are decreased stepwise to the current limit value imm. By this sudden stop control, the MTR is instructed as much as possible in the performance of the electric motor MTR (limit value imm). As a result, an increase in wheel slip due to the inertia of the electric motor can be efficiently and reliably suppressed, and the stability of the vehicle can be ensured.
次に、図11及び図12を参照しながら、前記第2制動制御装置の作用・効果について説明する。図11は、「加速時の慣性補償制御がなされた後に急停止制御が実行される場合」の時系列波形の一例であり、図12は、「慣性補償制御の実行中に急停止制御が実行される場合」の時系列波形の一例である。
Next, the operation and effect of the second braking control device will be described with reference to FIGS. 11 and 12. FIG. 11 is an example of a time-series waveform of “when the sudden stop control is executed after the inertia compensation control at the time of acceleration”. FIG. 12 shows “the sudden stop control is executed during the execution of the inertia compensation control”. It is an example of a time-series waveform of “when to be performed”.
図11に示すように、この例では、時点v0にて、運転者によって制動操作が開始され、制動操作量Bpaが増加し始める。Bpaの増加にともない目標押し力(目標値)Fbuが増加する。時点v1にて、加速時の慣性補償制御が開始されて、増大していく電気モータの目標通電量Imtが、Fbuに基づく値から慣性補償制御通電量(目標値)Ijt分だけ、電気モータの正転方向(押し力が増加する方向)に増大される。この慣性補償制御によって、押し力の実際値Fbaも増加する。そして、車輪スリップ状態量Slp[**]が所定値(例えば、vsa1,dva1)を下回った時点v4(車輪のスリップ度合が所定の状態よりも大きくなったとき)にて、急停止制御が開始される。即ち、急停止制御の実行フラグは非実行状態(FLqt=0)から実行状態(FLqt=1)に切り替えられる。その結果、電気モータの端子間が短絡されるとともに、Imtが「0」まで瞬時に減少される。短絡回路によるダイナミックブレーキによって、電気モータが速やかに減速され、実押し力Fbaのオーバシュートが抑制される。
As shown in FIG. 11, in this example, the braking operation is started by the driver at the time point v0, and the braking operation amount Bpa starts to increase. The target pushing force (target value) Fbu increases as Bpa increases. At time point v1, the inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor, which increases, is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases). By this inertia compensation control, the actual value Fba of the pushing force also increases. Then, when the wheel slip state amount Slp [**] falls below a predetermined value (for example, vsa1, dva1), v4 (when the wheel slip degree becomes greater than the predetermined state), the sudden stop control is started. Is done. That is, the execution flag of the sudden stop control is switched from the non-execution state (FLqt = 0) to the execution state (FLqt = 1). As a result, the terminals of the electric motor are short-circuited and Imt is instantaneously reduced to “0”. Due to the dynamic brake by the short circuit, the electric motor is quickly decelerated and the overshoot of the actual pushing force Fba is suppressed.
急停止制御は、上述の終了条件が満足されるまで継続される。例えば、車輪のスリップ抑制制御が開始される前に、終了条件が満足されれば、その時点(v5)にて、急停止制御は終了され、ImtはFbuに基づく値にまで戻される。車輪のスリップ抑制制御が開始されても終了条件が満足されない場合には、急停止制御は継続される。例えば、図11の一点鎖線に示す例では、時点v3にてスリップ抑制制御の開始判定がなされている。しかしながら、急停止制御の実行が維持されているため、「Imt=0」、「FLqt=1」の状態がなおも維持される。そして、急停止制御の終了条件が満足される時点v6にて、ImtがFbuに基づく値まで復帰され、FLqtが「0」とされる。
The sudden stop control is continued until the above end condition is satisfied. For example, if the end condition is satisfied before the wheel slip suppression control is started, the sudden stop control is ended at that time (v5), and Imt is returned to the value based on Fbu. If the end condition is not satisfied even when the wheel slip suppression control is started, the sudden stop control is continued. For example, in the example shown by the one-dot chain line in FIG. 11, the slip suppression control start determination is made at the time point v3. However, since the execution of the sudden stop control is maintained, the states of “Imt = 0” and “FLqt = 1” are still maintained. Then, at the time point v6 when the termination condition for the sudden stop control is satisfied, Imt is returned to a value based on Fbu, and FLqt is set to “0”.
図12に示すように、慣性補償制御と急停止制御とが同時に実行される場合には、急停止制御の実行が優先される。例えば、慣性補償制御によって、ImtがFbuに基づく値からIjt分だけ増大されて演算されている場合に、急停止制御が開始されると(時点x1)、慣性補償制御は終了され、急停止制御が開始される(FLqtが「0」から「1」に切り替えられる)。具体的には、Imtが瞬時に「0」に減少され、同時に、電気モータの端子間が短絡される。これによって、電気モータの慣性に起因する車輪スリップの増大が、効率良く、確実に抑制され、車両の安定性が確保され得る。
As shown in FIG. 12, when the inertia compensation control and the sudden stop control are executed simultaneously, the execution of the sudden stop control has priority. For example, when Imt is calculated by increasing Ijt from the value based on Fbu by inertia compensation control, if sudden stop control is started (time point x1), inertia compensation control is terminated and sudden stop control is performed. (FLqt is switched from “0” to “1”). Specifically, Imt is instantly decreased to “0”, and at the same time, the terminals of the electric motor are short-circuited. As a result, an increase in wheel slip due to the inertia of the electric motor can be efficiently and reliably suppressed, and the stability of the vehicle can be ensured.
次に、図13を参照しながら、本発明の作用・効果について説明する。図13は、「慣性補償制御の実行中に急停止制御が実行される場合」の時系列波形の一例である。
Next, the operation and effect of the present invention will be described with reference to FIG. FIG. 13 is an example of a time-series waveform of “when the sudden stop control is executed during the inertia compensation control”.
図13に示すように、この例では、時点t0にて、運転者によって制動操作が開始され、制動操作量Bpaが増加し始める。Bpaの増加にともない目標押し力(目標値)Fbuが増加する。時点t1にて、加速時の慣性補償制御が開始されて、増大していく電気モータの目標通電量Imtが、Fbuに基づく値から慣性補償制御通電量(目標値)Ijt分だけ、電気モータの正転方向(押し力が増加する方向)に増大される。この慣性補償制御によって、押し力の実際値Fbaも増加する。このように慣性補償制御によってImtがFbuに基づく値からIjt分だけ増大されて演算されている場合に、車輪スリップ状態量Slp[**]が所定値(例えば、vsa1,dva1)を下回った時点u1(車輪のスリップ度合が所定の状態よりも大きくなったとき)にて、急停止制御は非実行状態から実行状態に切り替えられる。この時点u1にて、急停止制御が開始され、目標通電量Imtが、急停止通電量Iqtによって通電限界値immにまでステップ的に、電気モータの逆転方向(押し力が減少する方向)に減少される。換言すれば、慣性補償制御の実行中に急停止制御の開始が判定された場合には、慣性補償制御が停止されて急停止制御のみが開始・実行される。ここで、通電限界値immは、電気モータMTR(例えば、モータ巻線)、及び、電気モータの駆動回路DRV(例えば、素子)のうちで少なくとも一方に通電可能な電流の最大値に基づいて、予め設定された値である。この急停止制御によって、電気モータMTRの性能において可能な限りの通電量(限界値imm)がMTRに指示される。この結果、電気モータの慣性に起因する車輪スリップの増大が、効率良く、確実に抑制され、車両の安定性が確保され得る。
As shown in FIG. 13, in this example, the braking operation is started by the driver at time t0, and the braking operation amount Bpa starts to increase. The target pushing force (target value) Fbu increases as Bpa increases. At time t1, inertia compensation control at the time of acceleration is started, and the target energization amount Imt of the electric motor that increases is equal to the inertia compensation control energization amount (target value) Ijt from the value based on Fbu. It is increased in the forward rotation direction (direction in which the pushing force increases). By this inertia compensation control, the actual value Fba of the pushing force also increases. As described above, when Imt is increased by Ijt from the value based on Fbu by the inertia compensation control, the wheel slip state amount Slp [**] falls below a predetermined value (for example, vsa1, dva1). At u1 (when the slip degree of the wheel becomes larger than a predetermined state), the sudden stop control is switched from the non-execution state to the execution state. At this time point u1, the sudden stop control is started, and the target energization amount Imt is decreased stepwise to the energization limit value imm by the sudden stop energization amount Iqt in the reverse direction of the electric motor (direction in which the pushing force decreases). Is done. In other words, when the start of the sudden stop control is determined during the execution of the inertia compensation control, the inertia compensation control is stopped and only the sudden stop control is started / executed. Here, the energization limit value imm is based on the maximum value of the current that can be energized to at least one of the electric motor MTR (for example, the motor winding) and the drive circuit DRV (for example, the element) of the electric motor, It is a preset value. By this sudden stop control, the MTR is instructed as much as possible in the performance of the electric motor MTR (limit value imm). As a result, an increase in wheel slip due to the inertia of the electric motor can be efficiently and reliably suppressed, and the stability of the vehicle can be ensured.
急停止制御は、上述の終了条件が満足されるまで継続される。例えば、車輪のスリップ抑制制御が開始される前に、終了条件が満足されれば、その時点u2にて、急停止制御は終了され、ImtはFbuに基づく値にまで戻される。車輪のスリップ抑制制御が開始されても終了条件が満足されない場合には、急停止制御は継続される。例えば、図13の一点鎖線に示す例では、時点t3にてスリップ抑制制御の開始判定がなされている。しかしながら、急停止制御の実行が維持されているため、目標通電量Imtは通電限界値immになおも維持される。そして、急停止制御の終了条件が満足される時点u3にて、ImtがFbuに基づく値まで復帰される。
The sudden stop control is continued until the above end condition is satisfied. For example, if the end condition is satisfied before the wheel slip suppression control is started, the sudden stop control is ended at the time point u2, and Imt is returned to the value based on Fbu. If the end condition is not satisfied even when the wheel slip suppression control is started, the sudden stop control is continued. For example, in the example shown by the one-dot chain line in FIG. 13, the slip suppression control start determination is made at time t3. However, since the execution of the sudden stop control is maintained, the target energization amount Imt is still maintained at the energization limit value imm. Then, Imt is returned to a value based on Fbu at time u3 when the termination condition of the sudden stop control is satisfied.
<前輪に液圧制動手段、及び、後輪に電動制動手段が備えられる場合>
図14は、本発明に係る車両の制動制御装置の他の実施形態を搭載した車両全体の構成である。図1に示す車両全体の構成との相違は、前輪に対する制動トルクが、制動液圧を利用して付与される点である。以下、相違点について説明する。 <When hydraulic braking means is provided on the front wheel and electric braking means is provided on the rear wheel>
FIG. 14 shows the configuration of the entire vehicle equipped with another embodiment of the vehicle braking control apparatus according to the present invention. The difference from the overall configuration of the vehicle shown in FIG. 1 is that the braking torque for the front wheels is applied using the braking hydraulic pressure. Hereinafter, differences will be described.
図14は、本発明に係る車両の制動制御装置の他の実施形態を搭載した車両全体の構成である。図1に示す車両全体の構成との相違は、前輪に対する制動トルクが、制動液圧を利用して付与される点である。以下、相違点について説明する。 <When hydraulic braking means is provided on the front wheel and electric braking means is provided on the rear wheel>
FIG. 14 shows the configuration of the entire vehicle equipped with another embodiment of the vehicle braking control apparatus according to the present invention. The difference from the overall configuration of the vehicle shown in FIG. 1 is that the braking torque for the front wheels is applied using the braking hydraulic pressure. Hereinafter, differences will be described.
なお、各種記号等の末尾に付された添字[**]等は、各種記号等が4輪のうちの何れかに関するものであるかを示す。4輪に関する各種記号であって、添字が[**]である場合は([**]が省略されて添字がない場合も含めて)4輪の総称を示す。前輪に関する各種記号であって、添字が[f*]である場合は([f*]が省略されて、添字がない場合も含めて)前輪の総称を示す。また、後輪に関する各種記号であって、添字が[r*]である場合は([r*]が省略されて、添字がない場合も含めて)後輪の総称を示す。例えば、Vwa[**]、及びVwaは、4輪の車輪速度の総称を示し、Svt[f*]、及びSvtは、前輪の制御指示信号の総称を示し、Imt[r*]、及びImtは、後輪の目標通電量の総称を示す。液圧制動手段によって制動される車輪を「液圧制動車輪」と称呼し、電動制動手段によって制動される車輪を「電動制動車輪」と称呼する。
Note that the suffix [**] or the like added to the end of various symbols indicates whether the various symbols are related to any of the four wheels. Various symbols related to four wheels, where the subscript is [**] (including the case where [**] is omitted and there is no subscript), it indicates the generic name of the four wheels. Various symbols related to the front wheel, where the subscript is [f *] (including the case where [f *] is omitted and there is no subscript), it indicates the generic name of the front wheel. In addition, various symbols relating to the rear wheel, where the subscript is [r *] (including the case where [r *] is omitted and there is no subscript) indicates the generic name of the rear wheel. For example, Vwa [**] and Vwa indicate generic names of the wheel speeds of four wheels, Svt [f *] and Svt indicate generic names of front wheel control instruction signals, Imt [r *], and Imt Indicates a general term for the target energization amount of the rear wheels. A wheel braked by the hydraulic braking means is referred to as “hydraulic braking wheel”, and a wheel braked by the electric braking means is referred to as “electric braking wheel”.
この車両には、制動操作部材(例えば、ブレーキペダル)BPの操作に応じて制動液圧を発生させるマスタシリンダMC(後述の液圧制動手段BRHの一部)、マスタシリンダMCの発生液圧(マスタシリンダ圧)に応じて、車両前方の車輪(前輪)WH[f*]の制動液圧によって制動トルクを調整して、前輪に制動力を発生させる前輪用の液圧制動手段(前輪用の液圧ブレーキアクチュエータ)BRH、前輪の制動液圧をマスタシリンダ圧とは独立に調整する液圧ユニットHU(液圧制動手段BRHの一部)が搭載されている。MCにはマスタシリンダ圧Pmcを検出する圧力センサ(制動操作量取得手段の1つ)が設けられ、PmcがBpaとして利用され得る。
In this vehicle, a master cylinder MC (a part of hydraulic braking means BRH described later) that generates a braking hydraulic pressure in response to an operation of a braking operation member (for example, a brake pedal) BP, a generated hydraulic pressure of the master cylinder MC ( In accordance with the master cylinder pressure), the braking torque is adjusted by the braking fluid pressure of the wheel (front wheel) WH [f *] in front of the vehicle to generate a braking force on the front wheel. (Hydraulic brake actuator) BRH and a hydraulic unit HU (part of hydraulic braking means BRH) for adjusting the braking hydraulic pressure of the front wheels independently of the master cylinder pressure are mounted. The MC is provided with a pressure sensor (one of the braking operation amount acquisition means) for detecting the master cylinder pressure Pmc, and Pmc can be used as Bpa.
前輪用の液圧制動手段BRH[f*]には、公知のブレーキキャリパCPR、ホイールシリンダWCR、及び、摩擦部材(例えば、ブレーキパッド)MSBが備えられる。MSBが公知の回転部材(例えば、ブレーキロータ)KTBに、制動液圧によって押し付けられることによって摩擦力が発生し、前輪WH[f*]に制動トルクが生じ、前輪に制動力が発生される。
The hydraulic braking means BRH [f *] for the front wheels includes a known brake caliper CPR, wheel cylinder WCR, and friction member (for example, brake pad) MSB. When the MSB is pressed against a known rotating member (for example, a brake rotor) KTB by the braking hydraulic pressure, a frictional force is generated, a braking torque is generated on the front wheel WH [f *], and a braking force is generated on the front wheel.
液圧ユニットHU(液圧制動手段BRHの一部)は、図示しないソレノイドバルブ、液圧ポンプ、及び、電気モータで構成されている。そして、電子制御ユニットECUにて演算されるアンチスキッド制御、トラクション制御、車両安定化制御等の指示信号(ソレノイドバルブ、及び電気モータの駆動信号)Svt[f*]に基づいて、前輪用の液圧制動手段BRHのホイールシリンダ圧(MSBを押す圧力)が制御される。
The hydraulic unit HU (a part of the hydraulic braking means BRH) includes a solenoid valve, a hydraulic pump, and an electric motor (not shown). Then, based on instruction signals (solenoid valve and electric motor drive signals) Svt [f *] for anti-skid control, traction control, vehicle stabilization control, etc. calculated by the electronic control unit ECU, the liquid for the front wheels The wheel cylinder pressure (pressure for pushing the MSB) of the pressure braking means BRH is controlled.
<前輪の液圧制動手段を介したアンチスキッド制御>
次に、図15を参照しながら、前輪のスリップ抑制制御の実施形態について説明する。なお、制動力配分制御(EBD制御)は後輪に限った制御であるため、前輪のスリップ抑制制御は、車輪のロック傾向を防止するアンチスキッド制御である。前輪スリップ抑制制御ブロックSVTにて、車輪スリップ状態量演算ブロックSLPにて演算される車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]に基づいて、前輪の液圧制動手段BRH(液圧ユニットHU)を介した前輪のアンチスキッド制御が行われる。SVTでは、液圧ユニットHUを構成するソレノイドバルブ、及び、液圧ポンプ/電気モータを駆動するための指示信号Svt[f*]が演算される。 <Anti-skid control via hydraulic braking means for front wheels>
Next, an embodiment of slip suppression control for the front wheels will be described with reference to FIG. Since braking force distribution control (EBD control) is control limited to the rear wheels, the slip suppression control for the front wheels is anti-skid control for preventing the tendency of the wheels to lock. Based on the wheel slip speed Vsl [**] and the wheel acceleration dVw [**] calculated by the wheel slip state quantity calculation block SLP in the front wheel slip suppression control block SVT, the front wheel hydraulic braking means BRH Anti-skid control of the front wheels is performed via the (hydraulic pressure unit HU). In SVT, an instruction signal Svt [f *] for driving the solenoid valve constituting the hydraulic unit HU and the hydraulic pump / electric motor is calculated.
次に、図15を参照しながら、前輪のスリップ抑制制御の実施形態について説明する。なお、制動力配分制御(EBD制御)は後輪に限った制御であるため、前輪のスリップ抑制制御は、車輪のロック傾向を防止するアンチスキッド制御である。前輪スリップ抑制制御ブロックSVTにて、車輪スリップ状態量演算ブロックSLPにて演算される車輪スリップ速度Vsl[**]、及び、車輪加速度dVw[**]に基づいて、前輪の液圧制動手段BRH(液圧ユニットHU)を介した前輪のアンチスキッド制御が行われる。SVTでは、液圧ユニットHUを構成するソレノイドバルブ、及び、液圧ポンプ/電気モータを駆動するための指示信号Svt[f*]が演算される。 <Anti-skid control via hydraulic braking means for front wheels>
Next, an embodiment of slip suppression control for the front wheels will be described with reference to FIG. Since braking force distribution control (EBD control) is control limited to the rear wheels, the slip suppression control for the front wheels is anti-skid control for preventing the tendency of the wheels to lock. Based on the wheel slip speed Vsl [**] and the wheel acceleration dVw [**] calculated by the wheel slip state quantity calculation block SLP in the front wheel slip suppression control block SVT, the front wheel hydraulic braking means BRH Anti-skid control of the front wheels is performed via the (hydraulic pressure unit HU). In SVT, an instruction signal Svt [f *] for driving the solenoid valve constituting the hydraulic unit HU and the hydraulic pump / electric motor is calculated.
前輪のスリップ状態量Slp[f*](Vsl[f*]、dVw[f*])、及び、アンチスキッド制御の演算マップCHfaに基づいて、前輪制動手段BRHを介した前輪のアンチスキッド制御が実行される。具体的には、先ず、前輪のスリップ速度Vsl[f*]が、所定値vsb1,vsb2と比較される。所定値vsb1,vsb2は、予め設定された値であって、vsb1<vsb2<0の関係がある。車輪スリップ速度の値が小さいほど、スリップ度合が大きい。値vsb1は値vsb2よりもスリップの程度が大きい。また、前輪の加速度dVw[f*]が、所定値dvb1,dvb2と比較される。所定値dvb1,dvb2は予め設定された値であって、dvb1(減速)<0<dvb2(加速)の関係がある。車輪スリップ速度と同様に、車輪加速度の値が小さいほど、スリップ度合が大きい。値dvb1は値dvb2よりもスリップの程度が大きい。
Based on the front wheel slip state amount Slp [f *] (Vsl [f *], dVw [f *]) and the anti-skid control calculation map CHfa, the anti-skid control of the front wheels via the front wheel braking means BRH is performed. Executed. Specifically, first, the slip speed Vsl [f *] of the front wheels is compared with predetermined values vsb1 and vsb2. The predetermined values vsb1 and vsb2 are preset values and have a relationship of vsb1 <vsb2 <0. The smaller the wheel slip speed value, the greater the slip degree. The value vsb1 is more slippery than the value vsb2. Further, the acceleration dVw [f *] of the front wheels is compared with predetermined values dvb1 and dvb2. The predetermined values dvb1 and dvb2 are preset values and have a relationship of dvb1 (deceleration) <0 <dvb2 (acceleration). Similar to the wheel slip speed, the smaller the wheel acceleration value, the greater the slip degree. The value dvb1 is more slippery than the value dvb2.
そして、Vsl[f*]、dVw[f*]、及び、CHfaに基づいてABS制御の制御モードが決定される。ABS制御の制御モードには、制動トルクが減少される減少モード、及び、制動トルクが増加される増加モードがある。減少モードは、演算マップCHfaでは「減少」で表示され、制動液圧が減少される。また、増加モードは、演算マップCHfaでは「増加」で表示され、制動液圧が増加される。例えば、Vsl[f*]がvsb1未満であって、dVw[f*]がdvb1未満である場合には、減少モードが選択され、Vsl[f*]がvsb1以上、且つ、vsb2未満であって、dVw[f*]がdvb1以上、且つ、dvb2未満である場合には、増加モードが選択される。
Then, the control mode of the ABS control is determined based on Vsl [f *], dVw [f *], and CHfa. The ABS control mode includes a decrease mode in which the braking torque is reduced and an increase mode in which the braking torque is increased. The decrease mode is displayed as “decrease” in the calculation map CHfa, and the brake fluid pressure is decreased. Further, the increase mode is displayed as “increase” in the calculation map CHfa, and the brake fluid pressure is increased. For example, if Vsl [f *] is less than vsb1 and dVw [f *] is less than dvb1, the decrease mode is selected, and Vsl [f *] is greater than or equal to vsb1 and less than vsb2. , DVw [f *] is greater than or equal to dvb1 and less than dvb2, the increase mode is selected.
減少モードでは、車輪スリップを減少させて車輪ロックを防止するため、制動液圧が減少されるように、HU内のソレノイドバルブ、及び、液圧ポンプを駆動する電気モータのための指示信号Svtが演算される。増加モードでは、車輪スリップを増加させて制動力を回復させるため、制動液圧が増加されるように指示信号Svtが演算される。
In the decrease mode, the instruction signal Svt for the electric motor that drives the solenoid valve in the HU and the hydraulic pump is reduced so that the brake hydraulic pressure is reduced to reduce wheel slip and prevent wheel lock. Calculated. In the increase mode, the instruction signal Svt is calculated so as to increase the brake fluid pressure in order to increase the wheel slip and recover the braking force.
<後輪の電動制動手段を介したスリップ抑制制御>
後輪スリップ抑制制御ブロックFARでは、電動制動手段BRK[r*]を用いたスリップ抑制制御(アンチスキッド制御、制動力配分制御)が実行される。図8を用いて説明したFAEと同様に、Vsl[r*]が所定値vsc1,vsc2と比較され、dVw[r*]が所定値dvc1,dvc2と比較されることによって、制動トルクの「減少モード」、「増加モード」が決定されて、修正押し力Facが演算される。また、Vsl[r*]が所定値vse1,vse2と比較され、dVw[r*]が所定値dve1,dve2と比較されることによって、制動トルクの「保持モード」、「減少モード」、「増加モード」が決定されて、修正押し力Febが演算される。そして、選択演算ブロックSNUにて、制御の非実行(Far=0)、アンチスキッド制御による修正押し力Fac、及び、制動力配分制御による修正押し力Febのうちのいずれか1つが出力される。 <Slip suppression control via electric braking means for rear wheels>
In the rear wheel slip suppression control block FAR, slip suppression control (anti-skid control, braking force distribution control) using the electric braking means BRK [r *] is executed. Similarly to the FAE described with reference to FIG. 8, Vsl [r *] is compared with the predetermined values vsc1 and vsc2, and dVw [r *] is compared with the predetermined values dvc1 and dvc2, thereby reducing the braking torque. The “mode” and “increase mode” are determined, and the corrected pushing force Fac is calculated. Further, Vsl [r *] is compared with the predetermined values vse1 and vse2, and dVw [r *] is compared with the predetermined values dve1 and dve2, so that the braking torque “holding mode”, “decreasing mode”, “increasing” The mode "is determined, and the corrected pushing force Feb is calculated. Then, in the selection calculation block SNU, any one of control non-execution (Far = 0), a corrected pushing force Fac by anti-skid control, and a corrected pushing force Feb by braking force distribution control is output.
後輪スリップ抑制制御ブロックFARでは、電動制動手段BRK[r*]を用いたスリップ抑制制御(アンチスキッド制御、制動力配分制御)が実行される。図8を用いて説明したFAEと同様に、Vsl[r*]が所定値vsc1,vsc2と比較され、dVw[r*]が所定値dvc1,dvc2と比較されることによって、制動トルクの「減少モード」、「増加モード」が決定されて、修正押し力Facが演算される。また、Vsl[r*]が所定値vse1,vse2と比較され、dVw[r*]が所定値dve1,dve2と比較されることによって、制動トルクの「保持モード」、「減少モード」、「増加モード」が決定されて、修正押し力Febが演算される。そして、選択演算ブロックSNUにて、制御の非実行(Far=0)、アンチスキッド制御による修正押し力Fac、及び、制動力配分制御による修正押し力Febのうちのいずれか1つが出力される。 <Slip suppression control via electric braking means for rear wheels>
In the rear wheel slip suppression control block FAR, slip suppression control (anti-skid control, braking force distribution control) using the electric braking means BRK [r *] is executed. Similarly to the FAE described with reference to FIG. 8, Vsl [r *] is compared with the predetermined values vsc1 and vsc2, and dVw [r *] is compared with the predetermined values dvc1 and dvc2, thereby reducing the braking torque. The “mode” and “increase mode” are determined, and the corrected pushing force Fac is calculated. Further, Vsl [r *] is compared with the predetermined values vse1 and vse2, and dVw [r *] is compared with the predetermined values dve1 and dve2, so that the braking torque “holding mode”, “decreasing mode”, “increasing” The mode "is determined, and the corrected pushing force Feb is calculated. Then, in the selection calculation block SNU, any one of control non-execution (Far = 0), a corrected pushing force Fac by anti-skid control, and a corrected pushing force Feb by braking force distribution control is output.
<前輪スリップ状態量Slp[f*]に基づく後輪の急停止制御の実行>
前記第1、第3制動制御装置においては、急停止制御ブロックQTCでは、前輪のスリップ状態量Slp[f*]に基づいて、急停止制御の実行可否が判定される。即ち、前輪スリップ状態量Slp[f*](前輪スリップ速度Vsl[f*]、及び、前輪加速度dVw[f*]のうちで、少なくとも何れか1つに基づく状態量)に基づいて、急停止制御の通電目標値(急停止通電量)Iqtが演算される。図8と同様の演算マップ(判定マップ)Chptに示すように、前輪スリップ速度Vsl[f*]、及び、加速度dVw[f*]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、急停止通電量Iqtが、「0(制御の非実行で、演算マップでは「OFF」で示す。)」から通電限界値(予め設定された所定値)immに瞬時に切り替えられる。 <Execution of sudden stop control of rear wheel based on front wheel slip state quantity Slp [f *]>
In the first and third braking control devices, in the sudden stop control block QTC, it is determined whether or not the sudden stop control can be executed based on the slip state amount Slp [f *] of the front wheels. That is, sudden stop based on the front wheel slip state quantity Slp [f *] (a state quantity based on at least one of the front wheel slip speed Vsl [f *] and the front wheel acceleration dVw [f *]). A control energization target value (abrupt stop energization amount) Iqt is calculated. As shown in the calculation map (determination map) Chpt similar to FIG. 8, the sudden stop control is executed ("ON") based on the mutual relationship between the front wheel slip speed Vsl [f *] and the acceleration dVw [f *]. Or non-execution (indicated by “OFF”). When the condition indicated by “ON” in the figure is satisfied for the first time, the execution of the sudden stop control is started, and the sudden stop energization amount Iqt is indicated as “0” (control is not executed, “OFF” in the calculation map). .) ”Is instantaneously switched from the current limit value (predetermined value) imm.
前記第1、第3制動制御装置においては、急停止制御ブロックQTCでは、前輪のスリップ状態量Slp[f*]に基づいて、急停止制御の実行可否が判定される。即ち、前輪スリップ状態量Slp[f*](前輪スリップ速度Vsl[f*]、及び、前輪加速度dVw[f*]のうちで、少なくとも何れか1つに基づく状態量)に基づいて、急停止制御の通電目標値(急停止通電量)Iqtが演算される。図8と同様の演算マップ(判定マップ)Chptに示すように、前輪スリップ速度Vsl[f*]、及び、加速度dVw[f*]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、急停止通電量Iqtが、「0(制御の非実行で、演算マップでは「OFF」で示す。)」から通電限界値(予め設定された所定値)immに瞬時に切り替えられる。 <Execution of sudden stop control of rear wheel based on front wheel slip state quantity Slp [f *]>
In the first and third braking control devices, in the sudden stop control block QTC, it is determined whether or not the sudden stop control can be executed based on the slip state amount Slp [f *] of the front wheels. That is, sudden stop based on the front wheel slip state quantity Slp [f *] (a state quantity based on at least one of the front wheel slip speed Vsl [f *] and the front wheel acceleration dVw [f *]). A control energization target value (abrupt stop energization amount) Iqt is calculated. As shown in the calculation map (determination map) Chpt similar to FIG. 8, the sudden stop control is executed ("ON") based on the mutual relationship between the front wheel slip speed Vsl [f *] and the acceleration dVw [f *]. Or non-execution (indicated by “OFF”). When the condition indicated by “ON” in the figure is satisfied for the first time, the execution of the sudden stop control is started, and the sudden stop energization amount Iqt is indicated as “0” (control is not executed, “OFF” in the calculation map). .) ”Is instantaneously switched from the current limit value (predetermined value) imm.
また、急停止制御の開始は、Vsl[f*]、及び、dVw[f*]の相互関係に依らず、個々のスリップ状態量Slp[f*]に基づいて判定され得る。具体的には、スリップ速度Vsl[f*]が所定値vsp1以下となった時点、及び/又は、車輪加速度dVw[f*]が所定値dvp1以下となった時点で、Iqtが「0」から通電限界値(この値を超過して通電が行われない限界値)immに瞬時に切り替えられる。
Also, the start of the sudden stop control can be determined based on the individual slip state amount Slp [f *] regardless of the mutual relationship between Vsl [f *] and dVw [f *]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsp1 or less and / or when the wheel acceleration dVw [f *] becomes a predetermined value dvp1 or less, Iqt is changed from “0”. The energization limit value (limit value beyond which this value is not energized) is immediately switched to imm.
前記第2制動制御装置においては、急停止制御ブロックQTCでは、前輪のスリップ状態量Slp[f*]に基づいて、急停止制御の実行可否が判定される。即ち、前輪スリップ状態量Slp[f*](前輪スリップ速度Vsl[f*]、及び、前輪加速度dVw[f*]のうちで、少なくとも何れか1つに基づく状態量)に基づいて、急停止制御のフラグFLqtが演算される。図8と同様の演算マップ(判定マップ)Chptに示すように、前輪スリップ速度Vsl[f*]、及び、加速度dVw[f*]の相互関係に基づいて、急停止制御の実行(「ON」で示す)、又は、非実行(「OFF」で示す)が判別される。図中の「ON」で示す条件が初めて満足された時点で、急停止制御の実行が開始され、電気モータの端子間が短絡される。
In the second braking control device, in the sudden stop control block QTC, it is determined whether or not the sudden stop control can be executed based on the slip state amount Slp [f *] of the front wheels. That is, sudden stop based on the front wheel slip state quantity Slp [f *] (a state quantity based on at least one of the front wheel slip speed Vsl [f *] and the front wheel acceleration dVw [f *]). A control flag FLqt is calculated. As shown in the calculation map (determination map) Chpt similar to FIG. 8, the sudden stop control is executed ("ON") based on the mutual relationship between the front wheel slip speed Vsl [f *] and the acceleration dVw [f *]. Or non-execution (indicated by “OFF”). When the condition indicated by “ON” in the drawing is satisfied for the first time, execution of the sudden stop control is started, and the terminals of the electric motor are short-circuited.
また、急停止制御の開始は、Vsl[f*]、及び、dVw[f*]の相互関係に依らず、個々のスリップ状態量Slp[f*]に基づいて判定され得る。具体的には、スリップ速度Vsl[f*]が所定値vsp1以下となった時点、及び/又は、車輪加速度dVw[f*]が所定値dvp1以下となった時点で、FLqtが「0」から「1」に瞬時に切り替えられる。
Also, the start of the sudden stop control can be determined based on the individual slip state amount Slp [f *] regardless of the mutual relationship between Vsl [f *] and dVw [f *]. Specifically, when the slip speed Vsl [f *] becomes a predetermined value vsp1 or less and / or when the wheel acceleration dVw [f *] becomes a predetermined value dvp1 or less, FLqt is changed from “0”. It is instantly switched to “1”.
前輪のアンチスキッド制御、及び、後輪の急停止制御は、両者とも前輪スリップ状態量Slp[f*]に基づいて制御される。両者の関係においては、急停止制御が前輪アンチスキッド制御よりも早期に開始され得る。具体的には、急停止制御のスリップ速度の開始しきい値vsp1が前輪アンチスキッド制御のスリップ速度の開始しきい値vsb1よりも大きい値に設定されている(vsp1>vsb1)。車輪スリップ速度の値は、小さいほどスリップ度合が大きく、大きいほどスリップ度合が小さいので、急停止制御が、前輪アンチスキッド制御よりも小さい「前輪のスリップ度合」で開始される。同様に、急停止制御の車輪加速度の開始しきい値dvp1が前輪アンチスキッド制御の車輪加速度の開始しきい値dvb1よりも大きい値に設定されている(dvp1>dvb1)。車輪加速度の値は、小さいほどスリップ度合が大きく、大きいほどスリップ度合が小さいので、急停止制御が、前輪アンチスキッド制御よりも小さい「前輪のスリップ度合」で開始され得る。したがって、前記第1、第3制動制御装置では、前輪の制動液圧が減少される前に、急停止通電量Iqtが演算され、出力される。僅かなスリップ増加でMTRの急停止が開始されるため、確実に後輪スリップの増大が抑制され得る。前記第2制動制御装置では、前輪の制動液圧が減少される前に、FLqtが演算され、出力される。僅かなスリップ増加でMTRの急停止が開始されるため、確実に後輪スリップの増大が抑制され得る。
The front wheel anti-skid control and the rear wheel sudden stop control are both controlled based on the front wheel slip state quantity Slp [f *]. In the relationship between the two, the sudden stop control can be started earlier than the front wheel anti-skid control. Specifically, the slip speed start threshold value vsp1 for sudden stop control is set to a value larger than the slip speed start threshold value vsb1 for front wheel anti-skid control (vsp1> vsb1). The smaller the wheel slip speed value is, the larger the slip degree is, and the larger the value is, the smaller the slip degree is. Therefore, the sudden stop control is started with a “front wheel slip degree” smaller than the front wheel anti-skid control. Similarly, the wheel acceleration start threshold value dvp1 for the sudden stop control is set to a value larger than the wheel acceleration start threshold value dvb1 for the front wheel anti-skid control (dvp1> dvb1). The smaller the wheel acceleration value is, the larger the slip degree is, and the larger the value is, the smaller the slip degree is. Therefore, the sudden stop control can be started with a “front wheel slip degree” smaller than the front wheel anti-skid control. Therefore, in the first and third braking control devices, the sudden stop energization amount Iqt is calculated and output before the braking hydraulic pressure of the front wheels is reduced. Since the MTR suddenly stops with a slight increase in slip, an increase in rear wheel slip can be reliably suppressed. In the second braking control device, FLqt is calculated and output before the braking hydraulic pressure of the front wheels is reduced. Since the MTR suddenly stops with a slight increase in slip, an increase in rear wheel slip can be reliably suppressed.
急停止制御の開始は、左右前輪のスリップ状態量Slp[f*]のうちで小さい方の状態量が選択されて、この値に基づいて行われ得る。即ち、前輪のうちで、最もスリップの程度が大きい車輪のスリップ状態量に基づいて、後輪の急停止制御の実行開始が判定される。また、左右後輪のうちで一方側の後輪にて急停止制御の開始が判定された場合には、他方側の後輪にて急停止制御の開始が判定されていない場合であっても急停止制御が開始され得る。急停止制御の終了は、左右後輪にて別々に行われ得る。スリップ度合が最も大きい車輪のスリップ状態量に基づいて、後輪の急停止制御の実行が判定されるため、急停止制御がより早期に開始され得、後輪のスリップの増大がより確実に抑制され得る。また、急停止制御の終了が各車輪で独立して判定されるため、スリップ抑制制御(アンチスキッド制御等)への確実な遷移が行われ得る。
The start of the sudden stop control can be performed based on this value by selecting the smaller state quantity among the slip state quantities Slp [f *] of the left and right front wheels. That is, the start of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree among the front wheels. In addition, when the start of the sudden stop control is determined at the rear wheel on one side among the left and right rear wheels, even if the start of the sudden stop control is not determined at the rear wheel on the other side The sudden stop control can be started. The termination of the sudden stop control can be performed separately for the left and right rear wheels. Since the execution of the sudden stop control of the rear wheel is determined based on the slip state amount of the wheel having the largest slip degree, the sudden stop control can be started earlier, and the increase in the slip of the rear wheel is more reliably suppressed. Can be done. Further, since the end of the sudden stop control is independently determined for each wheel, a reliable transition to slip suppression control (such as anti-skid control) can be performed.
前輪が液圧制動車輪、後輪が電動制動車輪の構成では、後輪の目標押し力Fbt[r*]は、車両の制動時の垂直荷重変動が考慮されて、Bpaに基づいて、前輪の制動負荷(車輪の負荷状態を表し、制動力を垂直荷重で除して得らえる値)が、後輪の制動負荷よりも大きくなるように決定される。具体的には、前輪制動負荷が後輪制動負荷よりも大きくなる特性CHfb(図5を参照)を用いて、目標押し力Fbt[r*]が演算される。ここで、CHfbは、Bpaの増加にしたがって、Fbtが「上に凸」で増加されるように設定され得る。制動負荷(垂直力と制動力との比率)が大きい車輪は、制動負荷が小さい車輪よりもスリップ度合が大きくなり易い。制動負荷が大きい前輪のスリップ状態量に基づいて、後輪の急停止制御が実行されるため、急停止制御がより早期に開始され得、後輪のスリップの増大がより確実に抑制され得る。
In a configuration in which the front wheel is a hydraulic braking wheel and the rear wheel is an electric braking wheel, the target pushing force Fbt [r *] of the rear wheel is determined based on Bpa based on Bpa in consideration of vertical load fluctuations during braking of the vehicle. The braking load (a value obtained by dividing the braking force by the vertical load, which represents the load state of the wheel) is determined to be larger than the braking load of the rear wheel. Specifically, the target pushing force Fbt [r *] is calculated using a characteristic CHfb (see FIG. 5) in which the front wheel braking load is larger than the rear wheel braking load. Here, CHfb can be set such that Fbt is increased “convex upward” as Bpa increases. A wheel having a large braking load (a ratio between a vertical force and a braking force) is likely to have a higher degree of slip than a wheel having a small braking load. Since the rear wheel sudden stop control is executed based on the slip state amount of the front wheel having a large braking load, the sudden stop control can be started earlier and the increase in the rear wheel slip can be more reliably suppressed.
<他の実施形態>
〔急停止制御における他の実施形態(ダイナミックブレーキ)〕
以下、図3乃至5、図8、及び、図15を参照しながら、前記第1、第3制動制御装置についての急停止制御ブロックQTCの第2の実施形態について説明する。 <Other embodiments>
[Other Embodiments in Sudden Stop Control (Dynamic Brake)]
Hereinafter, a second embodiment of the sudden stop control block QTC for the first and third braking control devices will be described with reference to FIGS. 3 to 5, FIG. 8, and FIG.
〔急停止制御における他の実施形態(ダイナミックブレーキ)〕
以下、図3乃至5、図8、及び、図15を参照しながら、前記第1、第3制動制御装置についての急停止制御ブロックQTCの第2の実施形態について説明する。 <Other embodiments>
[Other Embodiments in Sudden Stop Control (Dynamic Brake)]
Hereinafter, a second embodiment of the sudden stop control block QTC for the first and third braking control devices will be described with reference to FIGS. 3 to 5, FIG. 8, and FIG.
QTCの第1の実施形態では、急停止制御として、急停止通電量Iqtによって、電気モータの目標通電量Imtが、通電限界値immにステップ的に切り替えられる(図5、図8、及び、図15を参照)。第2の実施形態では、これに代えて、急停止制御が実行開始されると、Imtが「0」とされ、電気モータの端子間が電気抵抗(例えば、抵抗器)を介して短絡される。所謂、ダイナミックブレーキ(Dynamic Brake,発電ブレーキともいう)によって電気モータMTRが急減速され、その運動が停止される。ここで、短絡回路内には電気抵抗が存在するため、抵抗器(レジスタ)は必ずしも必要とはされない。QTCから後述する制御フラグFLqt[**]が出力されて、Imtが「0」とされ、電気モータの端子間が短絡されること以外は、図5及び図8を用いて説明した第1の実施形態と同様であるため、説明は省略される。
In the first embodiment of the QTC, as the sudden stop control, the target energization amount Imt of the electric motor is switched stepwise to the energization limit value imm by the sudden stop energization amount Iqt (FIGS. 5, 8, and FIG. 15). In the second embodiment, instead of this, when the execution of the sudden stop control is started, Imt is set to “0”, and the terminals of the electric motor are short-circuited via an electric resistance (for example, a resistor). . The electric motor MTR is suddenly decelerated by a so-called dynamic brake (also referred to as Dynamic Brake, also called a power generation brake), and its movement is stopped. Here, since an electrical resistance exists in the short circuit, a resistor (resistor) is not necessarily required. The control flag FLqt [**], which will be described later, is output from the QTC, the Imt is set to “0”, and the terminals of the electric motor are short-circuited, and the first described with reference to FIGS. 5 and 8 Since it is the same as that of embodiment, description is abbreviate | omitted.
車輪スリップ状態量Slp[**](又は、前輪スリップ状態量Slp[f*])が所定値(vsa1等)と比較された結果、図8(又は、図15)に示す演算特性CHqtにて「ON」で示される条件を満足した時点で、急停止制御の実行開始が判定される。このとき、制御フラグFLqtとして「1(制御の実行)」が、QTCから出力される。なお、Slp[**](又は、Slp[f*])が、CHqtにて「OFF」で示される状態の場合(急停止制御が非実行と判定されている場合)には、制御フラグFLqtとして、「0(制御の非実行)」が送信されている(FLqt=0)。そして、スイッチング制御ブロックSWTにて、急停止制御の実行フラグFLqtが「1」であることを受信して、電気モータの端子間が、電気抵抗を介して短絡(ショート)されるようにスイッチング素子が駆動されるとともに、目標通電量Imtが「0」に減少される。
As a result of comparing the wheel slip state amount Slp [**] (or the front wheel slip state amount Slp [f *]) with a predetermined value (vsa1, etc.), the calculation characteristic CHqt shown in FIG. 8 (or FIG. 15) is obtained. When the condition indicated by “ON” is satisfied, the execution start of the sudden stop control is determined. At this time, “1 (execution of control)” is output from the QTC as the control flag FLqt. When Slp [**] (or Slp [f *]) is in a state indicated by “OFF” in CHqt (when it is determined that the sudden stop control is not executed), the control flag FLqt "0 (non-execution of control)" is transmitted (FLqt = 0). Then, in the switching control block SWT, the switching element is received so that the sudden stop control execution flag FLqt is “1” and the terminals of the electric motor are short-circuited via an electric resistance. Is driven and the target energization amount Imt is reduced to “0”.
図3に示される駆動手段DRVの構成(ブラシモータ用の駆動回路)においては、急停止制御の実行開始が判定されて、制御フラグFLqtが「0(非実行状態)」から「1(実行状態)」に切り替えられた時点で、スイッチング素子S1及びS2が通電状態とされ、スイッチング素子S3及びS4が非通電状態とされ、電気モータの端子TsとTbとの間が短絡(ショート)状態とされる。或いは、スイッチング素子S3及びS4が通電状態とされ、スイッチング素子S1及びS2が非通電状態とされ、電気モータMTRの端子間(Ts-Tb間)が短絡状態とされ得る。ここで、電気モータの端子間が電気抵抗を介して短絡されるのと同時に、MTRの目標通電量Imtが「0(非通電状態)」にまで減少される。
In the configuration of the driving means DRV shown in FIG. 3 (driving circuit for the brush motor), the execution start of the sudden stop control is determined, and the control flag FLqt is changed from “0 (non-execution state)” to “1 (execution state). ) ", The switching elements S1 and S2 are energized, the switching elements S3 and S4 are de-energized, and the terminals Ts and Tb of the electric motor are short-circuited. The Alternatively, the switching elements S3 and S4 can be energized, the switching elements S1 and S2 can be de-energized, and the terminals of the electric motor MTR (between Ts and Tb) can be short-circuited. Here, at the same time that the terminals of the electric motor are short-circuited via the electric resistance, the target energization amount Imt of the MTR is reduced to “0 (non-energized state)”.
図4に示される駆動手段DRVの構成(ブラシレスモータ用の駆動回路)においては、急停止制御の実行が判定された時点(FLqt←1)で、スイッチング素子Z1~Z3のうちで2つ以上の素子が通電状態とされ、スイッチング素子Z4~Z6の全ての素子が非通電状態とされ、電気モータの端子間Tu、Tv及びTwのうちの少なくとも1組の端子間が短絡状態(ショート状態)とされる。また、スイッチング素子Z4~Z6のうちで2つ以上の素子が通電状態とされ、スイッチング素子Z1~Z3の全ての素子が非通電状態とされ、3つの端子間のうちの少なくとも1組が短絡され得る。図3のDRVの場合と同様に、電気モータの端子間が電気抵抗を介して短絡されるのと同時に、目標通電量Imtが「0」とされる。
In the configuration of the driving means DRV shown in FIG. 4 (driving circuit for brushless motor), at the time when execution of the sudden stop control is determined (FLqt ← 1), two or more of the switching elements Z1 to Z3 are used. The elements are energized, all the switching elements Z4 to Z6 are de-energized, and at least one of the terminals Tu, Tv and Tw of the electric motor is short-circuited (short-circuited). Is done. Also, two or more of the switching elements Z4 to Z6 are energized, all the elements of the switching elements Z1 to Z3 are deenergized, and at least one set of the three terminals is short-circuited. obtain. As in the case of DRV in FIG. 3, the target energization amount Imt is set to “0” at the same time as the terminals of the electric motor are short-circuited via the electric resistance.
また、電気モータの端子間に個別のスイッチング回路(例えば、リレー回路)が設けられ得る。この場合、上記のスイッチング素子(S1等)が用いられることなく、電気モータの端子間が電気抵抗(抵抗器)を介して短絡され得る。上記と同様に、急停止制御の実行/非実行を表す制御フラグFLqtに基づくスイッチング制御ブロックSWTからの信号によって、スイッチング回路の駆動が行われる。即ち、その信号に基づいて、電気モータの端子間リレーが通電(ON)状態、又は、非通電(OFF)状態に切り替えられ得る。
Also, an individual switching circuit (for example, a relay circuit) can be provided between the terminals of the electric motor. In this case, the terminals of the electric motor can be short-circuited via an electric resistance (resistor) without using the switching element (S1 or the like). Similarly to the above, the switching circuit is driven by a signal from the switching control block SWT based on the control flag FLqt indicating execution / non-execution of the sudden stop control. That is, based on the signal, the relay between terminals of the electric motor can be switched to an energized (ON) state or a non-energized (OFF) state.
電気モータの端子間を、電気抵抗(例えば、抵抗器)を介して短絡するダイナミックブレーキによって、電気モータを発電機にして発生した電力が電気抵抗によって消費される。その結果、電気モータMTRに制動トルクが加えられ、減速される。即ち、MTRの運動エネルギ(回転エネルギ)によって発生する回生電力が、駆動回路DRVを含む電気モータ内部の電気抵抗で熱消費されて、MTRが速やかに停止され得る。なお、電気モータの端子間短絡よって形成される回路内には電気抵抗が存在する場合があるため、個別の抵抗器が設けられない場合もある。
The power generated by using the electric motor as a generator is consumed by the electric resistance by a dynamic brake that short-circuits the terminals of the electric motor via an electric resistance (for example, a resistor). As a result, braking torque is applied to the electric motor MTR, and the electric motor MTR is decelerated. That is, the regenerative electric power generated by the kinetic energy (rotational energy) of the MTR is consumed by the electric resistance inside the electric motor including the drive circuit DRV, so that the MTR can be stopped quickly. In addition, since an electrical resistance may exist in the circuit formed by the short circuit between terminals of an electric motor, an individual resistor may not be provided.
〔慣性補償制御の他の実施形態〕
前記第1~第3制動制御装置について、慣性補償制御ブロックINRの第1実施形態(図6を参照)では、Fbuに基づいてMktが演算されて、Ijt,Iktが最終的に決定される。上述の「押し力相当値Fbs」についての説明と同様の理由に因り、MTRの出力からMSBの押し力に到るまでの動力伝達経路内にある可動部材の「力」に係わる状態量と、「位置」に係わる状態量との間には相関関係が存在する。例えば、FbuとMktとは相関をもって、CHmkに基づいて演算され得る。このため、Mktに代えて、Fbsの目標値(目標押し力相当値)Fstの遅れ処理後の値Fsfが2階微分され、2階微分値ddFsfに基づいて、Ijt,Iktが演算され得る。 [Other Embodiments of Inertia Compensation Control]
For the first to third braking control devices, in the first embodiment of the inertia compensation control block INR (see FIG. 6), Mkt is calculated based on Fbu, and Ijt and Ikt are finally determined. For the same reason as described above for the “pushing force equivalent value Fbs”, the state quantity related to the “force” of the movable member in the power transmission path from the output of the MTR to the pushing force of the MSB, There is a correlation with the state quantity related to “position”. For example, Fbu and Mkt can be calculated based on CHmk with correlation. Therefore, instead of Mkt, the value Fsf after delay processing of the target value (target pressing force equivalent value) Fst of Fbs is second-order differentiated, and Ijt and Ikt can be calculated based on the second-order derivative value ddFsf.
前記第1~第3制動制御装置について、慣性補償制御ブロックINRの第1実施形態(図6を参照)では、Fbuに基づいてMktが演算されて、Ijt,Iktが最終的に決定される。上述の「押し力相当値Fbs」についての説明と同様の理由に因り、MTRの出力からMSBの押し力に到るまでの動力伝達経路内にある可動部材の「力」に係わる状態量と、「位置」に係わる状態量との間には相関関係が存在する。例えば、FbuとMktとは相関をもって、CHmkに基づいて演算され得る。このため、Mktに代えて、Fbsの目標値(目標押し力相当値)Fstの遅れ処理後の値Fsfが2階微分され、2階微分値ddFsfに基づいて、Ijt,Iktが演算され得る。 [Other Embodiments of Inertia Compensation Control]
For the first to third braking control devices, in the first embodiment of the inertia compensation control block INR (see FIG. 6), Mkt is calculated based on Fbu, and Ijt and Ikt are finally determined. For the same reason as described above for the “pushing force equivalent value Fbs”, the state quantity related to the “force” of the movable member in the power transmission path from the output of the MTR to the pushing force of the MSB, There is a correlation with the state quantity related to “position”. For example, Fbu and Mkt can be calculated based on CHmk with correlation. Therefore, instead of Mkt, the value Fsf after delay processing of the target value (target pressing force equivalent value) Fst of Fbs is second-order differentiated, and Ijt and Ikt can be calculated based on the second-order derivative value ddFsf.
同様に、INRの第2実施形態(図7を参照)では、Fbuの2階微分値ddFbfに基づいてFLj,FLkが演算されるが、ddFsf(DLYにて遅れ処理された目標押し力相当値の2階微分値)に基づいてFLj,FLkが演算され得る。
Similarly, in the second embodiment of INR (see FIG. 7), FLj and FLk are calculated based on the second-order differential value ddFbf of Fbu, but ddFsf (target pressing force equivalent value delayed by DLY) FLj, FLk can be calculated on the basis of the second-order differential value).
BRK…電動制動手段、BRH…液圧制動手段、ECU…電子制御ユニット、MTR…電気モータ、VWA…車輪速度取得手段、SLP…スリップ状態量演算手段、CTL…制御手段、MKA…回転位置取得手段、DMK…回転速度取得手段、BPA…操作量取得手段
BRK: Electric braking means, BRH: Hydraulic braking means, ECU: Electronic control unit, MTR ... Electric motor, VWA ... Wheel speed acquisition means, SLP ... Slip state amount calculation means, CTL ... Control means, MKA ... Rotation position acquisition means DMK: rotational speed acquisition means, BPA: operation amount acquisition means
Claims (20)
- 車両の4つの車輪のうち一部又は全部である電動制動車輪に対して制動トルクを、電気モータを介して発生させる電動制動手段と、
前記車両の4つの車輪の速度を取得する車輪速度取得手段と、
前記4つの車輪の速度に基づいて、前記車両の4つの車輪のスリップ度合を表すスリップ状態量を演算するスリップ状態量演算手段と、
前記電動制動車輪のスリップ状態量に基づいて、前記電動制動車輪のスリップを抑制するスリップ抑制制御を実行するために前記電気モータの目標通電量を演算し、前記目標通電量に基づいて前記電動制動車輪について前記電気モータを制御する制御手段と、
を備えた車両の制動制御装置において、
前記制御手段は、
前記4つの車輪のうちの何れかである第1車輪のスリップ状態量に基づいて、前記電気モータの運動を急停止する急停止制御を実行するために前記目標通電量を調整し、前記調整された目標通電量に基づいて前記電動制動車輪について前記電気モータを制御するように構成され、
前記急停止制御として、
前記急停止制御の開始が判定された時点で、前記電気モータの目標通電量を、前記電気モータの減速方向に対応する予め設定された通電限界値にステップ的に変更するように構成された、車両の制動制御装置。 Electric braking means for generating a braking torque via an electric motor for an electric braking wheel which is a part or all of four wheels of the vehicle;
Wheel speed acquisition means for acquiring the speeds of the four wheels of the vehicle;
A slip state amount calculating means for calculating a slip state amount representing a slip degree of the four wheels of the vehicle based on the speeds of the four wheels;
Based on the slip state amount of the electric braking wheel, a target energization amount of the electric motor is calculated to execute slip suppression control that suppresses slipping of the electric braking wheel, and the electric braking is performed based on the target energization amount. Control means for controlling the electric motor for wheels;
In a vehicle braking control apparatus comprising:
The control means includes
Based on the slip state amount of the first wheel which is one of the four wheels, the target energization amount is adjusted to execute the sudden stop control for suddenly stopping the motion of the electric motor, and the adjusted Configured to control the electric motor for the electric braking wheel based on the target energization amount,
As the sudden stop control,
When the start of the sudden stop control is determined, the target energization amount of the electric motor is configured to change stepwise to a preset energization limit value corresponding to the deceleration direction of the electric motor. Vehicle braking control device. - 車両の4つの車輪のうち一部又は全部である電動制動車輪に対して制動トルクを、電気モータを介して発生させる電動制動手段と、
前記車両の4つの車輪の速度を取得する車輪速度取得手段と、
前記4つの車輪の速度に基づいて、前記車両の4つの車輪のスリップ度合を表すスリップ状態量を演算するスリップ状態量演算手段と、
前記電動制動車輪のスリップ状態量に基づいて、前記電動制動車輪のスリップを抑制するスリップ抑制制御を実行するために前記電気モータの目標通電量を演算し、前記目標通電量に基づいて前記電動制動車輪について前記電気モータを制御する制御手段と、
を備えた車両の制動制御装置において、
前記制御手段は、
前記4つの車輪のうちの何れかである第1車輪のスリップ状態量に基づいて、前記電気モータの運動を急停止する急停止制御を実行するために前記目標通電量を調整し、前記調整された目標通電量に基づいて前記電動制動車輪について前記電気モータを制御するように構成され、
前記急停止制御として、
前記急停止制御の開始が判定された時点で、前記目標通電量をゼロに設定するとともに、前記電気モータの端子間を短絡するように構成された、車両の制動制御装置。 Electric braking means for generating a braking torque via an electric motor for an electric braking wheel which is a part or all of four wheels of the vehicle;
Wheel speed acquisition means for acquiring the speeds of the four wheels of the vehicle;
A slip state amount calculating means for calculating a slip state amount representing a slip degree of the four wheels of the vehicle based on the speeds of the four wheels;
Based on the slip state amount of the electric braking wheel, a target energization amount of the electric motor is calculated to execute slip suppression control that suppresses slipping of the electric braking wheel, and the electric braking is performed based on the target energization amount. Control means for controlling the electric motor for wheels;
In a vehicle braking control apparatus comprising:
The control means includes
Based on the slip state amount of the first wheel which is one of the four wheels, the target energization amount is adjusted to execute the sudden stop control for suddenly stopping the motion of the electric motor, and the adjusted Configured to control the electric motor for the electric braking wheel based on the target energization amount,
As the sudden stop control,
A braking control device for a vehicle configured to set the target energization amount to zero and to short-circuit the terminals of the electric motor when it is determined that the sudden stop control is started. - 車両の運転者による制動操作部材の操作量を取得する操作量取得手段と、
前記車両の4つの車輪のうち一部又は全部である電動制動車輪に対して制動トルクを、電気モータを介して発生させる電動制動手段と、
前記車両の4つの車輪の速度を取得する車輪速度取得手段と、
前記4つの車輪の速度に基づいて、前記車両の4つの車輪のスリップ度合を表すスリップ状態量を演算するスリップ状態量演算手段と、
前記電動制動車輪について前記電気モータの目標通電量を前記操作量に応じた値に演算し、前記目標通電量に基づいて前記電動制動車輪について前記電気モータを制御するとともに、前記電動制動車輪のスリップ状態量に基づいて、前記電動制動車輪のスリップを抑制するスリップ抑制制御を実行するために前記目標通電量を調整し、前記調整された目標通電量に基づいて前記電動制動車輪について前記電気モータを制御する制御手段と、
を備えた車両の制動制御装置において、
前記制御手段は、
前記操作量に基づいて、前記電動制動車輪について前記電動制動手段の慣性の影響を補償する慣性補償制御を実行するか否かを判定し、前記慣性補償制御の実行を判定した場合には、前記電気モータの目標通電量を前記操作量に応じた値から増大する慣性補償制御を実行するように構成され、
前記制御手段は、
前記4つの車輪のうちの何れかである第1車輪のスリップ状態量に基づいて、前記電気モータの運動を急停止する急停止制御を実行するために前記目標通電量を調整し、前記調整された目標通電量に基づいて前記電動制動車輪について前記電気モータを制御するように構成され、
前記制御手段は、
前記電動制動車輪について前記慣性補償制御の実行中に前記急停止制御の開始が判定された場合には、前記慣性補償制御を停止して前記急停止制御のみを実行するように構成された、車両の制動制御装置。 An operation amount acquisition means for acquiring an operation amount of a braking operation member by a vehicle driver;
Electric braking means for generating a braking torque via an electric motor for an electric braking wheel which is a part or all of the four wheels of the vehicle;
Wheel speed acquisition means for acquiring the speeds of the four wheels of the vehicle;
A slip state amount calculating means for calculating a slip state amount representing a slip degree of the four wheels of the vehicle based on the speeds of the four wheels;
A target energization amount of the electric motor for the electric braking wheel is calculated to a value corresponding to the operation amount, and the electric motor is controlled for the electric braking wheel based on the target energization amount. The target energization amount is adjusted to execute slip suppression control that suppresses slipping of the electric braking wheel based on the state quantity, and the electric motor is controlled for the electric braking wheel based on the adjusted target energization amount. Control means for controlling;
In a vehicle braking control apparatus comprising:
The control means includes
Based on the operation amount, it is determined whether to execute inertia compensation control for compensating the influence of inertia of the electric braking means for the electric braking wheel, and when the execution of the inertia compensation control is determined, An inertia compensation control for increasing a target energization amount of the electric motor from a value corresponding to the operation amount;
The control means includes
Based on the slip state amount of the first wheel which is one of the four wheels, the target energization amount is adjusted to execute the sudden stop control for suddenly stopping the motion of the electric motor, and the adjusted Configured to control the electric motor for the electric braking wheel based on the target energization amount,
The control means includes
A vehicle configured to stop the inertia compensation control and execute only the sudden stop control when the start of the sudden stop control is determined during the execution of the inertia compensation control for the electric braking wheel. Braking control device. - 請求項1乃至請求項3の何れか一項に記載の車両の制動制御装置において、
前記制御手段は、
前記電動制動車輪のスリップ抑制制御が実行されていないことを条件に、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 The vehicle braking control device according to any one of claims 1 to 3,
The control means includes
A braking control device for a vehicle configured to determine the start of the sudden stop control on the condition that the slip suppression control of the electric braking wheel is not executed. - 請求項1又は請求項2に記載の車両の制動制御装置において、
前記制御手段は、
前記第1車輪のスリップ状態量によって表される前記第1車輪のスリップ度合が第1度合を超えたときに、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 In the vehicle brake control device according to claim 1 or 2,
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control when the slip degree of the first wheel represented by the slip state amount of the first wheel exceeds the first degree. - 請求項1又は請求項2に記載の車両の制動制御装置であって、
前記車両の運転者による制動操作部材の操作量を取得する操作量取得手段を備え、
前記制御手段は、
前記電動制動車輪について前記電気モータの目標通電量を、前記操作量に応じた値に調整するように構成され、
前記制御手段は、
前記操作量に基づいて、前記電動制動車輪について前記電動制動手段の慣性の影響を補償する慣性補償制御を実行するか否かを判定し、前記慣性補償制御の実行を判定した場合には、前記電気モータの目標通電量を前記操作量に応じた値から増大する慣性補償制御を実行するように構成され、
前記制御手段は、
前記慣性補償制御の実行中に前記急停止制御の開始が判定された場合には、前記慣性補償制御を停止して前記急停止制御のみを実行するように構成された、車両の制動制御装置。 A braking control device for a vehicle according to claim 1 or 2,
An operation amount acquisition means for acquiring an operation amount of a braking operation member by a driver of the vehicle;
The control means includes
The electric braking wheel is configured to adjust the target energization amount of the electric motor to a value corresponding to the operation amount,
The control means includes
Based on the operation amount, it is determined whether to execute inertia compensation control for compensating the influence of inertia of the electric braking means for the electric braking wheel, and when the execution of the inertia compensation control is determined, An inertia compensation control for increasing a target energization amount of the electric motor from a value corresponding to the operation amount;
The control means includes
A braking control device for a vehicle configured to stop the inertia compensation control and execute only the sudden stop control when it is determined that the sudden stop control is started during the execution of the inertia compensation control. - 請求項6に記載の車両の制動制御装置において、
前記制御手段は、
前記慣性補償制御が実行されていることを条件に、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 The vehicle braking control device according to claim 6,
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control on the condition that the inertia compensation control is being executed. - 請求項1又は請求項2に記載の車両の制動制御装置であって、
前記電気モータの速度を取得するモータ速度取得手段を備え、
前記制御手段は、
前記電気モータの速度が第1所定速度以上であることを条件に、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 A braking control device for a vehicle according to claim 1 or 2,
Motor speed acquisition means for acquiring the speed of the electric motor;
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control on condition that the speed of the electric motor is equal to or higher than a first predetermined speed. - 請求項8に記載の車両の制動制御装置において、
前記制御手段は、
前記電気モータの速度が前記第1所定速度より小さい第2所定速度未満となったことに基づいて、前記急停止制御を終了するように構成された、車両の制動制御装置。 The vehicle brake control device according to claim 8,
The control means includes
A braking control device for a vehicle configured to end the sudden stop control based on the fact that the speed of the electric motor is less than a second predetermined speed which is smaller than the first predetermined speed. - 請求項1に記載の車両の制動制御装置において、
前記通電限界値は、前記電気モータ、及び、前記電気モータの駆動回路のうちで少なくとも1つに通電可能な電流の最大値に基づいて決定された、車両の制動制御装置。 The vehicle braking control device according to claim 1,
The vehicle braking control device, wherein the energization limit value is determined based on a maximum value of a current that can be energized to at least one of the electric motor and a drive circuit of the electric motor. - 請求項1に記載の車両の制動制御装置であって、
前記車両の前輪に対して制動トルクを、制動液圧を介して発生させる液圧制動手段を備え、
前記電動制動手段が備えられた前記電動制動車輪は、前記車両の後輪であり、
前記制御手段は、
前記第1車輪としての前記前輪のスリップ状態量に基づいて、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 The vehicle braking control device according to claim 1,
A hydraulic braking means for generating a braking torque for the front wheels of the vehicle via a braking hydraulic pressure;
The electric braking wheel provided with the electric braking means is a rear wheel of the vehicle,
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control based on a slip state amount of the front wheel as the first wheel. - 請求項11に記載の車両の制動制御装置において、
前記制御手段は、
前記車両の制動時、前記前輪に作用する垂直荷重に対する前記前輪に発生される制動力の割合を前記後輪に作用する垂直荷重に対する前記後輪に発生される制動力の割合で除して得られる後輪の制動負荷より大きくなるように、前記電動制動車輪に付与される制動トルクを調整するよう構成された、車両の制動制御装置。 The vehicle braking control device according to claim 11,
The control means includes
When braking the vehicle, the ratio of the braking force generated on the front wheel to the vertical load acting on the front wheel is divided by the ratio of the braking force generated on the rear wheel to the vertical load acting on the rear wheel. A braking control device for a vehicle configured to adjust a braking torque applied to the electric braking wheel so as to be larger than a braking load of a rear wheel. - 請求項2に記載の車両の制動制御装置において、
前記端子間の短絡は、前記電気モータの駆動手段を構成するスイッチング手段によって実行される、車両の制動制御装置。 The vehicle braking control device according to claim 2,
The vehicle braking control device, wherein the short circuit between the terminals is executed by a switching unit constituting a driving unit of the electric motor. - 請求項3に記載の車両の制動制御装置において、
前記制御手段は、
前記慣性補償制御が実行されていることを条件に、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 The vehicle brake control device according to claim 3,
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control on the condition that the inertia compensation control is being executed. - 請求項3に記載の車両の制動制御装置において、
前記急停止制御として、
前記急停止制御の開始が判定された時点で、前記電気モータの目標通電量を、前記電気モータの減速方向に対応する予め設定された通電限界値にステップ的に変更するように構成された、車両の制動制御装置。 The vehicle brake control device according to claim 3,
As the sudden stop control,
When the start of the sudden stop control is determined, the target energization amount of the electric motor is configured to change stepwise to a preset energization limit value corresponding to the deceleration direction of the electric motor. Vehicle braking control device. - 請求項15に記載の車両の制動制御装置において、
前記通電限界値は、前記電気モータ、及び、前記電気モータの駆動回路のうちの少なくとも1つに通電可能な電流の最大値に基づいて決定された、車両の制動制御装置。 The vehicle braking control device according to claim 15,
The vehicle braking control device, wherein the energization limit value is determined based on a maximum value of a current that can be energized to at least one of the electric motor and a drive circuit of the electric motor. - 請求項3に記載の車両の制動制御装置において、
前記急停止制御として、
前記急停止制御の開始が判定された時点で、前記目標通電量をゼロに設定するとともに、前記電気モータの端子間を短絡するように構成された、車両の制動制御装置。 The vehicle brake control device according to claim 3,
As the sudden stop control,
A braking control device for a vehicle configured to set the target energization amount to zero and to short-circuit the terminals of the electric motor when it is determined that the sudden stop control is started. - 請求項17記載の車両の制動制御装置において、
前記端子間の短絡は、前記電気モータの駆動手段を構成するスイッチング手段によって実行される、車両の制動制御装置。 The vehicle brake control device according to claim 17,
The vehicle braking control device, wherein the short circuit between the terminals is executed by a switching unit constituting a driving unit of the electric motor. - 請求項3に記載の車両の制動制御装置であって、
前記車両の前輪に対して制動トルクを、制動液圧を介して発生させる液圧制動手段を備え、
前記電動制動手段が備えられた前記電動制動車輪は、前記車両の後輪であり、
前記制御手段は、
前記第1車輪としての前記前輪のスリップ状態量に基づいて、前記急停止制御の開始を判定するように構成された、車両の制動制御装置。 The vehicle braking control device according to claim 3,
A hydraulic braking means for generating a braking torque for the front wheels of the vehicle via a braking hydraulic pressure;
The electric braking wheel provided with the electric braking means is a rear wheel of the vehicle,
The control means includes
A vehicle braking control device configured to determine the start of the sudden stop control based on a slip state amount of the front wheel as the first wheel. - 請求項19に記載の車両の制動制御装置において、
前記制御手段は、
前記車両の制動時に、前記前輪に作用する垂直荷重に対する前記前輪に発生される制動力の割合が、前記後輪に作用する垂直荷重に対する前記後輪に発生される制動力の割合より大きくなるように、前記電動制動車輪に付与される制動トルクを調整するよう構成された、車両の制動制御装置。 The vehicle braking control device according to claim 19,
The control means includes
When braking the vehicle, the ratio of the braking force generated on the front wheel to the vertical load acting on the front wheel is larger than the ratio of the braking force generated on the rear wheel to the vertical load acting on the rear wheel. And a braking control device for a vehicle configured to adjust a braking torque applied to the electric braking wheel.
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
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JP2012197262A JP5962355B2 (en) | 2012-09-07 | 2012-09-07 | Brake control device for vehicle |
JP2012-197262 | 2012-09-07 | ||
JP2012-197253 | 2012-09-07 | ||
JP2012197264A JP5962356B2 (en) | 2012-09-07 | 2012-09-07 | Brake control device for vehicle |
JP2012-197264 | 2012-09-07 | ||
JP2012197253A JP6011175B2 (en) | 2012-09-07 | 2012-09-07 | Brake control device for vehicle |
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WO2014038699A1 true WO2014038699A1 (en) | 2014-03-13 |
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