WO2014038700A1 - Dispositif de commande de freinage pour véhicule - Google Patents

Dispositif de commande de freinage pour véhicule Download PDF

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Publication number
WO2014038700A1
WO2014038700A1 PCT/JP2013/074274 JP2013074274W WO2014038700A1 WO 2014038700 A1 WO2014038700 A1 WO 2014038700A1 JP 2013074274 W JP2013074274 W JP 2013074274W WO 2014038700 A1 WO2014038700 A1 WO 2014038700A1
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WIPO (PCT)
Prior art keywords
vehicle
speed
electric motor
value
control device
Prior art date
Application number
PCT/JP2013/074274
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English (en)
Japanese (ja)
Inventor
安井　由行
Original Assignee
株式会社アドヴィックス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2012197286A external-priority patent/JP5910425B2/ja
Priority claimed from JP2012197278A external-priority patent/JP5910424B2/ja
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2014038700A1 publication Critical patent/WO2014038700A1/fr

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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
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/48—Rotating members in mutual engagement with parallel stationary axes, e.g. spur gears

Definitions

  • the present invention relates to a vehicle braking control device.
  • Patent Document 1 states that “when the rotational speed of the rear wheel becomes smaller than the rotational speed of the front wheel during braking, the actuator is operated to reduce or maintain pressure, and the braking hydraulic pressure of the rear wheel is reduced or maintained. When the rotational speed of the rear wheel becomes larger than the rotational speed of the front wheel, the actuator is reset and the braking fluid pressure of the rear wheel is increased. As an effect of this, “the rotational speeds of the front and rear wheels at the time of braking are almost equal, the tendency of the front wheels to be locked ahead is accurately prevented, and the vehicle deceleration can be sufficiently increased with respect to the increase in the pedal effort. The braking performance is improved. "
  • 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 braking control described in Patent Document 1 is also called braking force distribution control (also referred to as EBD control). According to the braking force distribution control, excessive wheel slip of the rear wheels is suppressed. Therefore, the directional stability of the vehicle can be maintained by ensuring the lateral force of the rear wheels.
  • FIG. 17 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) of the rear wheel. It is shown.
  • the lower diagram of FIG. 17 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 rear wheel slip increases and slip suppression control (braking force distribution control) is started.
  • the pressing force target value Fbu (that is, the target energization amount Imt) is immediately held.
  • the electric motor moves (rotates) at a high speed in order to increase the pushing force rapidly. Therefore, after the time t3, the actual pushing force Fba overshoots due to the influence of the inertia of the electric motor, and reaches the target value Fbu with a delay from the time t3. In this manner, the lateral force of the rear wheel may temporarily decrease while the actual pushing force Fba is overshooting. As a result, the problem that the direction stability of a vehicle cannot be maintained may arise.
  • the present invention has been made to address the above-described problems, and an object of the present invention is a vehicle braking control device that generates a braking torque by an electric motor for a rear wheel of the vehicle, and a braking force for the rear wheel.
  • a vehicle braking control device that generates a braking torque by an electric motor for a rear wheel of the vehicle, and a braking force for the rear wheel.
  • the vehicle braking control device presses the friction member (MSB) through the electric motor (MTB) against the rotating member (KTB) fixed to the rear wheel (WH [r *]) of the vehicle, Electric braking means (BRK) for generating braking torque for the rear wheel (WH [r *]), and wheels for acquiring the speed (Vwa [**]) of the four wheels (WH [**]) of the vehicle Slip state amount calculation for calculating a slip state amount (Slp [r *]) indicating the slip degree of the rear wheel based on the speed acquisition means (VWA) and the speeds (Vwa [**]) of the four wheels.
  • the target energization amount of the electric motor (MTR) for executing the slip suppression control for suppressing the slip of the rear wheel (Imt) is calculated and based on the target energization amount (Imt) Control means (CTL) for controlling the electric motor (MTR) for the rear wheel (holding or reducing the braking torque (pushing force) of the electric braking wheel).
  • CTL Control means
  • a feature of the present invention is that the control means (CTL) is configured to limit a speed corresponding to a pressing force equivalent value (Lms, which corresponds to a pressing force of the friction member (MSB) against the rotating member (KTB) based on a predetermined state.
  • Lfb is set, and the target energization amount (Imt) is adjusted so that the change speed (dFs) of the value equivalent to the pressing force does not exceed the speed limit (Lms, Lfb).
  • the control means is configured to push the friction member (MSB) against the rotating member (KTB) based on preset characteristics (CHfb, CHup).
  • a limit speed (Lms, Lfb) corresponding to the force equivalent to the force is set, and the target energization amount (Lf, Lfb) is set so that the changing speed (dFs) of the equivalent force equivalent value does not exceed the limit speed (Lms, Lfb).
  • Imt may be configured to adjust.
  • a characteristic that sets the speed limit (Lms, Lfb) to a smaller value as the push force equivalent value (Fbs) is larger is used. This is based on the higher probability that the rear wheel slip becomes excessive as the push force equivalent value increases.
  • an upper limit line of the transition of the pressing force equivalent value (Fbs) with respect to the elapsed time from the start of the operation of the braking operation member by the driver of the vehicle may be set in advance. It can. The transition over time is due to the corresponding rate of change.
  • the target energization amount (Imt) is adjusted so that the transition of the pressing force equivalent value (Fbs) from the start of the operation of the braking operation member does not exceed the upper limit line (CHup).
  • the speed limit (Lms, Lfb) is set to a smaller value as the friction coefficient ( ⁇ m) of the road surface on which the vehicle travels is smaller. This is based on the fact that the smaller the coefficient of friction is, the higher the degree of demand for directional stability of the vehicle immediately after the rear wheel slip suppression control is started.
  • the control means (CTL) is a state quantity (Mka, Mkt, Fba, Fbu, etc.) indicating the position or force of the movable member in the power transmission path from the electric motor (MTR) to the friction member (MSB).
  • the pushing force equivalent value (Fbs) is calculated based on at least one of them.
  • the control means (CTL) usually sets the target energization amount (Imt) of the electric motor (MTR) to a value corresponding to the operation amount (Bpa) of the braking operation member (BP) by the driver of the vehicle. Configured to adjust.
  • the first braking control device even when the driver suddenly operates the braking operation member during high-speed traveling or turning, the change of the electric motor speed or the value corresponding to the pressing force is changed.
  • the speed is limited to the speed limit. Therefore, when the slip suppression control for the rear wheel is started immediately after that, the occurrence of the “actual overshoot of the pushing force due to the influence of the inertia of the electric motor” described above can be suppressed. As a result, the directional stability of the vehicle can be reliably maintained immediately after the rear wheel slip suppression control is started.
  • the second braking control device includes a movement state quantity acquisition means (VXA, TCA, BPA, GXA) for acquiring a movement state quantity (Vxa, Tca, Gja) representing the movement state of the vehicle, Based on the motion state quantities (Vxa, Tca, Gja), the control means (CTL) determines “a pressing force equivalent value (Fbs, Fsa corresponding to the pressing force of the friction member (MSB) against the rotating member (KTB)”. , Fst) speed limit (Lms, Lvx, Ltc) ”, and the change speed (time change amount) of the pushing force equivalent value does not exceed the speed limit (Lms, Lvx, Ltc, Lfb).
  • a movement state quantity acquisition means VXA, TCA, BPA, GXA
  • the pressing force equivalent values (Fbs, Fsa, Fst) are movable members (MTR, GSK, HNK, PSN, MSB) in the power transmission path from the electric motor (MTR) to the friction member (MSB).
  • state quantities (Mka, Mkt) representing the position of the electric motor can be employed as the pressing force equivalent values (Fbs, Fsa, Fst).
  • the vehicle motion state quantity includes the vehicle speed (Vxa), the turning state quantity representing the turning state of the vehicle (Tca, Gya, Yra, Saa), or the deceleration state quantity representing the deceleration state of the vehicle ( Gja, Bpa, Gxa) can be used.
  • the control means (CTL) usually sets the target energization amount (Imt) of the electric motor (MTR) to a value corresponding to the operation amount (Bpa) of the braking operation member (BP) by the driver of the vehicle. Configured to adjust.
  • the change speed (time change) Amount) is limited to the speed limit (time change amount limit value). Therefore, when the slip suppression control for the rear wheel is started immediately after that, the occurrence of the “actual overshoot of the pushing force due to the influence of the inertia of the electric motor” described above can be suppressed. As a result, the directional stability of the vehicle can be reliably maintained immediately after the rear wheel slip suppression control is started.
  • the speed limit (Lms, Lvx, Ltc, Lfb) is set to a smaller value as the motion state quantity (Vxa, Tca, Gja) is larger. This is based on the fact that the higher the traveling speed of the vehicle or the higher the degree of turning of the vehicle, the higher the degree of demand for directional stability of the vehicle immediately after the rear wheel slip suppression control is started. Further, this is based on the fact that the greater the degree of deceleration of the vehicle, the higher the probability that excessive rear wheel slip will occur.
  • 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.
  • It is a functional block diagram of the control means shown in FIG. It is a functional block diagram for demonstrating embodiment of the inertia compensation control block shown in FIG. It is a functional block diagram for demonstrating embodiment of the slip suppression control block shown in FIG.
  • 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.
  • the suffix [* i] indicates that it relates to any of the turning inner wheels, and the suffix [* o] indicates that it relates to any of the turning outer wheels.
  • the subscript [ri] indicates that it relates to the rear turning inner wheel
  • the subscript [ro] indicates that it relates to the rear outer turning wheel.
  • various symbols relating to the four wheels and when 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.
  • various symbols relating to the rear wheel, where the subscript is [r *] indicates the generic name of the rear wheel.
  • VWA [**] and VWA indicate generic names of four-wheel wheel speed acquisition means
  • BRH [f *] and BRH indicate generic names of hydraulic braking means for front wheels
  • BRK [r *] are generic names of the electric braking means for the rear wheels.
  • the vehicle includes a master cylinder MC (which generates a brake fluid pressure in response to an operation of a brake operation member (for example, a brake pedal) BP, BP operated by a driver to decelerate the vehicle.
  • a brake operation member for example, a brake pedal
  • the brake hydraulic pressure of the wheel (front wheel) WH [f *] in front of the vehicle is adjusted according to the hydraulic pressure generated by the master cylinder MC (master cylinder pressure) and a front wheel.
  • Hydraulic braking means for front wheels (hydraulic brake actuator for front wheels) BRH for generating braking force on the vehicle, and a hydraulic unit HU (hydraulic braking means BRH for adjusting the braking hydraulic pressure of the front wheels independently of the master cylinder pressure)
  • a hydraulic unit HU hydraulic braking means BRH for adjusting the braking hydraulic pressure of the front wheels independently of the master cylinder pressure
  • rear wheel electric braking means rear wheel electric brake actuator
  • BRK which adjusts the braking torque of the rear wheel (rear wheel) WH [r *] and generates braking force on the rear wheel
  • 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 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, and a braking torque is generated on the front wheel WH [f *], thereby generating a braking force.
  • the electric braking means BRK [r *] for the rear wheel is provided with an electric motor MTR [r *] (not shown), and the braking torque of the wheel WH [r *] is controlled by the MTR.
  • the BRK includes a force acquisition means (for example, an axial force sensor) FBA, MTR energization amount (for example, a current value) Ima [r that detects a force Fba [r *] that the friction member MSB presses the rotating member KTB.
  • a current acquisition amount detecting unit for example, current sensor
  • IMA a position acquisition unit
  • MKA for detecting a position (for example, rotation angle) Mka [r *] of 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 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 [r *] for anti-skid control, traction control, vehicle stabilization control, etc. calculated by the ECU, hydraulic braking means for front wheels
  • the BRH wheel cylinder pressure pressure to press the MSB
  • the vehicle shown in FIG. 1 is provided with front wheel hydraulic braking means BRH [r *], and the braking torque of the front wheels is adjusted by the braking hydraulic pressure, but instead of BRH, the electric braking means BRK [ f *] may be provided.
  • 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 electric brake actuator BRK for the rear wheel 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, brake rotor) KTB, a frictional force is generated, a braking torque is generated on the rear wheel WH [r *], 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.
  • the KTB is fixed to the wheel WH [r *], and braking torque is generated in the wheel WH [r *] by the friction between the MSB and KTB, and is adjusted.
  • 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 pressing force calculation block FBT, a target pressing force correction calculation block FBU, an inertia compensation control block INR, a wheel slip state amount calculation block SLP, a slip suppression control block FAE, an instruction energization amount.
  • the calculation block IST, push force feedback control block IPT, motor speed calculation block DMK, motor speed limit setting block LMS, and 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 pressure of the master cylinder MC (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 rear 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.
  • “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.
  • the front wheel braking load is set to be larger than the rear wheel braking load.
  • CHfb may 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 braking force distribution control is executed.
  • 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 (target value) 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 for the rear wheels to achieve 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 inertia of BRK 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) Vxa 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.
  • the slip suppression control for the rear wheels 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 anti-skid control
  • ESD control braking force distribution control
  • 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 is reduced due to the decrease in Fbu (when the grip of the wheel is restored), the calculation is performed to increase Fbu.
  • the speed (rotation angular velocity) dMk of the electric motor is calculated based on the position (rotation angle) Mka of the electric motor. Specifically, the position Mka of the electric motor is time-differentiated to calculate the speed dMk.
  • the motor speed limit setting block LMS calculates a limit value (limit speed) Lms for the speed of the electric motor.
  • the speed limit Lms is an upper limit value for preventing the actual speed (dMk) of the electric motor from increasing beyond this value.
  • the speed limit Lms of the electric motor includes a speed limit (first speed limit) Lfb set based on a pressing force equivalent value Fbs (for example, Fba), a speed limit set based on the vehicle speed Vxa (second speed).
  • Lfb, Lvx, and Ltc are individually calculated, and the smallest speed limit among Lfb, Lvx, and Ltc is output as the final speed limit Lms in the selection calculation block LSN in the LMS. .
  • the target energization amount Imt that is the final target value of the MTR is calculated.
  • the command energization amount Ist is calculated based on the pushing force feedback energization amount Ipt and the inertia compensation energization amount Ijt (acceleration) and Ikt (deceleration). Specifically, 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 calculated as the target energization amount Imu.
  • the final target energization amount Imt is calculated by adjusting Imu so that dMk becomes Lms or less. Specifically, when dMk exceeds Lms, Imu is decreased and Imt is calculated.
  • 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 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 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 Mkt is calculated based on Fbu, and Ijt and Ikt are finally determined. Since Fbu and Mkt are calculated with correlation (calculated based on CHmk), Fbu is directly second-order differentiated, and Ijt and Ikt can be computed based on the second-order differential value ddFbf.
  • the wheel slip state amount calculation block SLP includes a vehicle speed calculation block VXA, a wheel slip speed calculation block VSL, and a wheel acceleration calculation block DVW.
  • VXA 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) Vxa is calculated based on the wheel speed Vwa [**] of each wheel and a known method. For example, the fastest of the wheel speeds Vwa [**] can be selected and calculated as the vehicle speed Vxa ”.
  • the slip speed Vsl [**] of each wheel is calculated based on the vehicle speed Vxa and the wheel speed Vwa.
  • Vsl [**] is calculated as a negative sign (minus) value by subtracting Vxa 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 [**].
  • 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 has a higher degree of slip 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 has a higher degree of slip 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.
  • a corrected pushing force Fae necessary for anti-skid control (ABS control) or braking force distribution control (EBD control) for suppressing rear 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.
  • ABS control anti-skid control
  • the anti-skid control via the rear wheel braking means BRK [r *] is executed based on the slip state quantity Slp [r *] of the rear wheel and the calculation map CHab of the anti-skid control.
  • the ABS control calculation map CHab shown in the slip suppression control block FAE is referred to, the control mode is selected based on the magnitude relationship between Vsl [r *] and dVw [r *], and the corrected pushing force Fab [r * ] Is determined.
  • the slip speed Vsl [r *] of the rear wheel is compared with 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 rear wheel acceleration dVw [r *] 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 control mode for ABS control is determined based on Vsl [r *], dVw [r *], 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 [r *] is less than vsa1 and dVw [r *] is less than dva1
  • the decrease mode is selected, and Vsl [r *] is greater than or equal to vsa1 and less than vsa2.
  • DVw [r *] 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 correction value Feb is calculated so that the target pushing force Fbu is increased in order to increase the braking force by increasing the wheel slip.
  • Fae [r *] that is output as the final correction value (corrected pressing force) is selected in order to prevent interference between the ABS control and the EBD control.
  • the corrected push force Fae is output as “0 (the target push force Fbt is not corrected)” from the SNU.
  • Fab is output from the SNU.
  • ABS control is not executed and EBD control is executed, Feb is output from the SNU.
  • the Fab is preferentially output from the selection calculation block SNU as the final corrected pressing force Fae.
  • the limit speed (upper limit value) Lms of the electric motor is set in the limit speed setting block LMS.
  • the speed limit (time change amount limit value) Lms is an upper limit value of the actual speed (positional time change amount) dMk of the electric motor.
  • dMk is about to exceed Lms
  • the energization amount of the electric motor is controlled so that dMk maintains Lms.
  • the speed limit setting block LMS includes a speed limit calculation block (first speed limit calculation block) LFB based on a pressing force equivalent value Fbs (for example, Fba), a speed limit calculation block based on a vehicle speed Vxa (second speed limit calculation block).
  • Fbs pressing force equivalent value
  • LVX speed limit calculation block
  • LVTC speed limit calculation block
  • Tca turning state amount
  • selection calculation block LSN selection calculation block
  • the speed limit (first speed limit calculation block) LFB is calculated based on the pressing force equivalent value Fbs.
  • the “pushing force equivalent value Fbs” is a value corresponding to the force with which the friction member MSB pushes the rotating member KTB.
  • Fbs corresponding to the target value is referred to as “target pressing force equivalent value Fst”
  • Fbs corresponding to the actual value is referred to as “actual pressing force equivalent value Fsa”.
  • the “pushing force equivalent value Fbs (Fst, Fsa)” is the power transmission from the electric motor MTR to the friction member MSB. It can be determined based on a state quantity representing a “force” acting on the movable member located in the path.
  • the actual output torque (or target torque) of the electric motor, the actual torque (or target torque) in GSB, the actual thrust (or target thrust) in HNK, the actual thrust (or target thrust) in PSN ) And at least one of the actual pressing force Fba (or target pressing force Fbu) of the MSB can be adopted as Fbs related to “force (torque)”.
  • the “pushing force equivalent value Fbs (target value Fst, actual value Fsa)” is in the power transmission path from the electric motor MTR to the friction member MSB. It can be determined based on a state quantity indicating the “position” of a certain movable member. For example, actual position Mka (or target position Mkt) of the electric motor, actual position Mka (or target position Mkt) of GSK, actual position (or target position) in HNK, actual position in PSN (or , Target position) and the actual position (or target position) of the MSB may be adopted as Fbs related to the “position”.
  • the final pressing force equivalent value Fbs can be calculated based on a plurality of Fbs. Therefore, the “pushing force equivalent value Fbs (target value Fst, actual value Fsa)” is a state quantity representing the “position” or “force” of the movable member in the power transmission path from the electric motor MTR to the friction member MSB. May be computed based on at least one of
  • speed limit Lfb is calculated as follows based on Fbs and calculation map (preset characteristics) CHfb.
  • a speed limit is not provided in a range where the pressing force equivalent value Fbs is equal to or greater than “0” and less than the predetermined value fbs1 (Lfb is set to infinity).
  • Fbs is equal to or greater than the predetermined value fbs1 and within the predetermined value fbs2 (> fbs1)
  • Lfb is calculated so as to monotonously decrease from the predetermined value lfb1 to the predetermined value lfb2 as Fbs increases.
  • Lfb is calculated to be a predetermined value lfb2 ( ⁇ lfb1).
  • Lfb can be calculated based on the road surface friction coefficient ⁇ m.
  • the limit speed (first limit speed) Lfb based on the pressing force equivalent value is set smaller, and as ⁇ m is larger, Lfb is set larger.
  • ⁇ m is obtained (calculated) by the friction coefficient obtaining means MU based on a known method.
  • the pressing force equivalent value Fbs (target value Fst, actual value Fsa) corresponding to the pressing force of the MSB against KTB is reflected in the deceleration state of the vehicle as a result. Therefore, instead of the pressing force equivalent value Fbs, the speed limit (first speed limit) Lfb can be calculated based on the state quantity (deceleration state quantity) Gja representing the deceleration state of the vehicle. For example, the longitudinal acceleration Gxa of the vehicle can be adopted as the deceleration state amount Gja. Further, since vehicle deceleration occurs as a result of the braking operation amount Bpa, the speed limit Lfb can be determined based on Bpa. Gxa is acquired by the longitudinal acceleration acquisition means GXA. Also, Vxa can be time differentiated to calculate Gxa.
  • a speed limit (second speed limit calculation block) Lvx is calculated based on the vehicle speed Vxa.
  • the vehicle speed Vxa can be calculated based on the speed Vwa [**] of each wheel.
  • speed limit Lvx is calculated as follows based on Vxa and calculation map (preset characteristics) CHvx.
  • the speed limit is not set when the vehicle speed Vxa is “0” or more and less than the predetermined value vx1 (that is, Lvx is set to infinity).
  • Vxa is equal to or greater than the predetermined value vx1 and within the predetermined value vx2 (> vx1)
  • the calculation is performed so that Lvx monotonously decreases from the predetermined value lvx1 to the predetermined value lvx2 as Vxa increases.
  • Lvx is calculated to be the predetermined value lvx2 ( ⁇ lvx1).
  • a speed limit (third speed limit calculation block) LTC based on the turning state quantity a speed limit (third speed limit) Ltc is calculated based on the turning state quantity Tca.
  • Tca is a state quantity (variable) representing the turning state (direction and degree of turning) of the vehicle.
  • the turning state amount Tca is a state amount determined based on at least one of the lateral acceleration Gya, the yaw rate Yra, and the operation angle Saa of the steering wheel.
  • the speed limit Ltc is calculated based on Tca, a calculation map for the rear outer wheel (preset characteristics) CHtco, and a calculation map for the rear inner wheel (preset characteristics) CHtci.
  • Ltc includes Ltco for the turning outer rear wheel and Ltci for the turning inner rear wheel, and is individually calculated for the turning inner and outer wheels.
  • the turning direction of the vehicle is determined based on the turning state amount Tca (Gya, Yra, Saa). For example, the turning state quantity is acquired as data with positive and negative signs. Then, based on the sign, the vehicle turning direction is determined, and it is determined whether the wheel is located outside the turn or located inside the turn.
  • the vehicle speed limit is not provided when the turning state amount Tca is not less than “0” and less than the predetermined value tc1 (that is, Ltc is set to infinity).
  • Tca is greater than or equal to the predetermined value tc1 and within the predetermined value tc2 (> tc1)
  • Ltc is calculated so as to monotonously decrease from the predetermined value ltco1 to the predetermined value ltco2 as Tca increases.
  • Ltc is calculated to be a predetermined value ltco2 ( ⁇ ltco1).
  • the vehicle speed limit is not provided in the range where the turning state amount Tca is “0” or more and less than the predetermined value tc1 (that is, Ltc is set to infinity).
  • Tca is greater than or equal to the predetermined value tc1 and within the predetermined value tc2 (> tc1)
  • the calculation is performed so that Ltc monotonously decreases from the predetermined value ltci1 to the predetermined value ltci2 as Tca increases.
  • Ltc is calculated to be a predetermined value ltci2 ( ⁇ ltci1).
  • the third speed limit Ltc is set smaller, and as the turning state amount Tca is smaller, the third speed limit Ltc is set larger. This is due to the fact that the greater the turning state quantity, the higher the required degree of directional stability immediately after the rear wheel slip suppression control is started.
  • the predetermined values ltci1 and ltci2 for the inner turning wheel are set to be smaller than the predetermined values ltco1 and ltco2 for the outer turning wheel. That is, Ltci is calculated so as to be smaller than Ltco. This is because the lateral force of the turning inner wheel is more likely to decrease than the outer wheel due to the vertical load fluctuation caused by the turning motion of the vehicle.
  • the greater the pressing force equivalent value Fbs the smaller the first speed limit Lfb is set.
  • the second speed limit Lvx is set smaller as the vehicle speed Vxa is larger, and the Lvx is set larger as the Vxa is smaller.
  • the third speed limit Ltc is set smaller, and as Tca is smaller, Ltc is set larger.
  • the third speed limit Ltci for the turning inner rear wheel WH [ri] is set to be smaller than the third speed limit Ltco for the turning outer rear wheel WH [ro].
  • the smallest speed limit among Lfb, Lvx and Ltc is calculated as the final speed limit Lms.
  • the final speed limit Lms is an upper limit value of the actual speed (dMk) of the electric motor, and the energization amount of the electric motor is controlled so that dMk does not exceed Lms. Specifically, as will be described later, when the dMk becomes larger than Lms, the target energization amount can be reduced and the speed of the electric motor can be reduced.
  • Lms [r *] is determined for each of the left and right rear wheels. That is, the minimum speed limit of Lfb, Lvx, and Ltco is set for the rear outer wheel of the turn, and the minimum speed limit of Lfb, Lvx, and Ltci is set for the rear wheel of the turn, respectively. Calculated as Lms [r *].
  • the target energization amount Imu is calculated based on the instruction energization amount Ist, the pushing force feedback energization amount Ipt, and the inertia compensation energization amounts Ijt and Ikt. Further, Imu is adjusted based on Lms and dMk, and the final target energization amount Imt is calculated.
  • the target energization amount Imt is a target value for controlling the electric motor MTR.
  • the energization amount adjustment calculation block IMT includes various adjustment calculation processing blocks (addition processing and subtraction processing) and a speed limit energization amount calculation block ISS.
  • the actual speed (actual rotational speed) dMk of the electric motor is compared with the limit speed Lms, and the comparison result is calculated. Specifically, Lms is subtracted from dMk to calculate a speed deviation ⁇ dMk.
  • the electric motor speed deviation ⁇ dMk is an excess component of the electric motor speed (actual value) dMk with respect to the speed limit Lms.
  • the speed limit energization amount Iss is calculated based on the deviation ⁇ dMk.
  • the speed limit energization amount Iss is a value (target value) for adjusting the target energization amount so that dMk does not increase beyond Lms in order to limit the speed dMk of the electric motor to the limit speed Lms.
  • the speed limit energization amount Iss is calculated as follows based on the speed deviation ⁇ dMk and the calculation map CHss. In CHss, if ⁇ dMk is less than “0”, Iss is calculated to be “0”.
  • Iss is calculated so as to increase monotonously as ⁇ dMk increases.
  • Iss is calculated to be the predetermined value iss1.
  • the target energization amount Imu is calculated by adding the instruction energization amount Ist, the pushing force feedback energization amount Ipt, and the inertia compensation energization amount Ijt (or Ikt). Then, the speed limit energization amount Iss is subtracted from the target energization amount Imu to calculate the final target energization amount Imt. That is, when the actual speed dMk of the electric motor exceeds the limit speed Lms, the speed limit energization amount Iss is subtracted from the target energization amount Imu to determine the final target energization amount Imt. As a result, the speed dMk of the electric motor can be generally limited to the upper limit value Lms.
  • the speed limit Lms (Lfb, etc.) is set in the physical quantity corresponding to the speed (positional change in position) dMk of the electric motor, and Lms is compared with the actual speed dMk.
  • the speed limit energization amount Iss is calculated.
  • the operating state of the movable member in the power transmission path from the electric motor MTR to the friction member MSB has a mutual relationship (rigidity, deceleration). Ratio, lead, etc.).
  • a speed limit (time change amount limit value) Lms is set in the state quantity (the same physical quantity as Fbs) corresponding to the push force equivalent value Fbs, and the change speed (time) of Lms and the actual push force equivalent value Fsa.
  • the change amount) dFs can be compared to calculate Iss (energization amount for reducing and adjusting the target energization amount to limit the speed of the electric motor).
  • Iss encode amount for reducing and adjusting the target energization amount to limit the speed of the electric motor.
  • Iss is determined based on the change rate dFs of Fsa and the deviation ⁇ dFs between Lms. For example, when “pushing force” is adopted as Fbs, the pressing force limit speed (time change amount limit value) Lms is set, and the actual pressing force Fba change speed (time change amount) is compared with Lms. Thus, the speed limit energization amount Iss is determined. As a result, the speed of the electric motor is limited, the overshoot of the pushing force is suppressed, and a transient decrease in the lateral force of the rear wheel can be suppressed.
  • the speed of the electric motor is limited by comparing the change speed dFs of the actual pressing force equivalent value Fsa acquired by the detection means (MKA or the like) with the speed limit Lms (Lfb or the like).
  • dFs and Lms are the same physical quantity.
  • a case where the position (rotation angle) of the electric motor is employed for Fbs will be described.
  • Fbs is a state quantity (Fba, Fbu, Mka, Mkt, etc.) representing “position” or “force” as the operating state of the movable member in the power transmission path from the electric motor MTR to the friction member MSB.
  • the state quantity (variable) is determined based on at least one of them.
  • the speed limit Lfb can be calculated based on the deceleration state amount Gja representing the deceleration state of the vehicle instead of Fbs.
  • Gja can be calculated based on at least one of Bpa and Gxa.
  • slip suppression control for example, braking force distribution control
  • the rotational speed of the electric motor for the rear wheels is limited to Lfb.
  • FIG. 9 is a time-series operation diagram showing a change in the actual rotation angle value Mka (that is, the actual value Fba of the pushing force) of the electric motor limited by the first speed limit (time change amount limit value) Lfb. .
  • the amount of time change (that is, the speed) of the position of the electric motor is limited by the speed limit Lfb set based on Fbs and the calculation map CHfb.
  • the slip suppression control is executed when the wheel (tire) approaches the friction limit with the road surface. Therefore, the execution start of the slip suppression control can be generally predicted by the magnitude of the pressing force equivalent value.
  • the speed limit Lfb is decreased as the pushing force equivalent value increases. Due to the decrease in Lfb, the degree of restriction on the amount of time change (ie, speed) of the position of the electric motor becomes stronger, and the actual position Mka of the electric motor is moderate with respect to the target position Mkt based on Bpa (indicated by a one-dot chain line). To increase. As the braking torque applied to the wheels increases, the speed of the electric motor is limited, so that a transient decrease in lateral force when the slip suppression control is started can be suppressed.
  • the road surface friction coefficient ⁇ m is acquired, and Lfb can be calculated based on this.
  • ⁇ m can be obtained based on a known method.
  • a result calculated by another system (another electronic control unit) can be acquired via the communication bus.
  • Lfb is calculated to a small value as ⁇ m decreases.
  • the execution of slip suppression control is predicted with a small braking torque. Therefore, on a road surface with a low coefficient of friction, the position change of the electric motor can be more easily restricted than when the coefficient of friction is high.
  • FIG. 10 shows the case where the position of the electric motor is adopted as the pushing force equivalent value Fbs, the vehicle speed Vxa, the second speed limit Lvx, the electric motor rotation angle Mkt (target value), Mka (actual value), and FIG. 5 is an operation diagram showing time-series changes in the pressing forces Fbt (target value) and Fba (actual value).
  • the speed limit (limit value of the amount of time variation of Fbs) Lvx is changed according to the calculation map CHvx for each calculation period in the ECU.
  • Lvx is set to the value lvx0.
  • the target position Mkt (indicated by a one-dot chain line) of the electric motor is calculated according to the braking operation amount Bpa by the driver, but when dMk exceeds Lvx, the target energization amount is adjusted to decrease. Since the speed of the electric motor (position change speed, Fbs time change amount) is limited to Lvx, the actual position Mka changes slowly without overshooting. As a result, the actual pushing force Fba also gradually increases with respect to the target pushing force Fbu, overshooting can be suppressed, and a transient decrease in the lateral force of the rear wheels can be suppressed.
  • FIG. 11 shows that when the position of the electric motor is adopted as the pressing force equivalent value Fbs, the turning state amount Tca (for example, lateral acceleration Gya), the third speed limit Ltc, and the electric motor rotation angle Mkt (target value). , Mka (actual value), and a pressing force Fbt (target value), Fba (actual value) is an operation diagram showing a time series change.
  • the speed limit (the limit value of the time change amount of Fbs) is calculated according to the calculation map CHtc for each calculation period in the ECU. ) Ltc is changed.
  • Ltc is set to the value ltc0.
  • the target position Mkt (indicated by a one-dot chain line) of the electric motor is calculated in accordance with the braking operation amount Bpa by the driver, but when dMk exceeds Ltc, the target energization amount is adjusted to decrease. Since the speed of the electric motor is limited to Ltc, the actual position Mka changes slowly without overshooting. As a result, the actual pushing force Fba also increases gradually with respect to the target pushing force Fbu, overshooting can be suppressed, and a transient decrease in lateral force can be suppressed.
  • the lateral force of the rear wheels needs to be ensured to some extent during turning braking.
  • Tca for example, lateral acceleration
  • the limit speed Ltc of the electric motor is set to a smaller value, and the rotation speed of the electric motor for the rear wheels is limited to Ltc.
  • the speed of the electric motor is limited by comparing the change speed dFs of the actual pressing force equivalent value Fsa acquired by the detection means (MKA or the like) with the speed limit Lms (Lvx or the like).
  • dFs and Lms are the same physical quantity.
  • FIG. 12 shows a case where the position of the electric motor is adopted as the pressing force equivalent value Fbs, the vehicle speed Vxa, the first speed limit Lvx, the electric motor rotation angle Mkt (target value), Mka (actual value), and FIG. 5 is an operation diagram showing time-series changes in the pressing forces Fbt (target value) and Fba (actual value).
  • the speed limit (limit value of the amount of time variation of Fbs) Lvx is changed according to the calculation map CHvx for each calculation period in the ECU.
  • Lvx is set to the value lvx0.
  • the target position Mkt (indicated by a one-dot chain line) of the electric motor is calculated according to the braking operation amount Bpa by the driver, but when dMk exceeds Lvx, the target energization amount is adjusted to decrease. Since the speed of the electric motor (position change speed, Fbs time change amount) is limited to Lvx, the actual position Mka changes slowly without overshooting. As a result, the actual pushing force Fba also gradually increases with respect to the target pushing force Fbu, overshooting can be suppressed, and a transient decrease in the lateral force of the rear wheels can be suppressed.
  • FIG. 13 shows a case where the electric motor position is adopted as the pressing force equivalent value Fbs, the turning state amount Tca (for example, lateral acceleration Gya), the second speed limit Ltc, and the electric motor rotation angle Mkt (target value).
  • Mka actual value
  • Fbt target value
  • Fba actual value
  • the target position Mkt (indicated by a one-dot chain line) of the electric motor is calculated in accordance with the braking operation amount Bpa by the driver, but when dMk exceeds Ltc, the target energization amount is adjusted to decrease. Since the speed of the electric motor (time variation of Fbs) is limited to Ltc, the actual position Mka changes slowly without overshooting. As a result, the actual pushing force Fba also increases gradually with respect to the target pushing force Fbu, overshooting can be suppressed, and a transient decrease in lateral force can be suppressed.
  • the lateral force of the rear wheels needs to be ensured to some extent during turning braking.
  • Tca for example, lateral acceleration
  • the limit speed Ltc of the electric motor is set to a smaller value, and the rotation speed of the electric motor for the rear wheels is limited to Ltc.
  • the speed limit Lfb can be calculated based on the deceleration state amount Gja representing the deceleration state of the vehicle instead of Fbs.
  • Gja can be calculated based on at least one of Bpa and Gxa.
  • slip suppression control for example, braking force distribution control
  • the rotational speed of the electric motor for the rear wheels is limited to Lfb.
  • FIG. 14 is a time-series operation diagram showing a change in the actual rotation angle value Mka (that is, the actual value Fba of the pressing force) of the electric motor limited by the third speed limit (time change amount limit value) Lfb. .
  • the amount of time change (that is, the speed) of the position of the electric motor is limited by the speed limit Lfb set based on Fbs and the calculation map CHfb.
  • the slip suppression control is executed when the wheel (tire) approaches the friction limit with the road surface. Therefore, the execution start of the slip suppression control can be generally predicted by the magnitude of the pressing force equivalent value.
  • the speed limit Lfb is decreased as the pushing force equivalent value increases. Due to the decrease in Lfb, the degree of restriction on the amount of time change (ie, speed) of the position of the electric motor becomes stronger, and the actual position Mka of the electric motor is moderate with respect to the target position Mkt based on Bpa (indicated by a one-dot chain line). To increase. As the braking torque applied to the wheels increases, the speed of the electric motor is limited, so that a transient decrease in lateral force when the slip suppression control is started can be suppressed.
  • the road surface friction coefficient ⁇ m is acquired, and Lfb can be calculated based on this.
  • ⁇ m can be obtained based on a known method.
  • a result calculated by another system (another electronic control unit) can be acquired via the communication bus.
  • Lfb is calculated to a small value as ⁇ m decreases.
  • the execution of slip suppression control is predicted with a small braking torque. Therefore, on a road surface with a low coefficient of friction, the position change of the electric motor can be more easily restricted than when the coefficient of friction is high.
  • the magnitude relationship with Fbu (n ⁇ 1) + Lmh) is compared, and the smaller value of these two can be determined as Fbu (n) of the computation period.
  • the subscript in parentheses at the end of the symbol represents the calculation cycle
  • the subscript “n” represents the current value
  • the subscript “n ⁇ 1” represents the previous value.
  • the limit amount Lmh is a value obtained by multiplying the limit speed Lms by the calculation interval ⁇ t. That is, the limit amount Lmh corresponds to the amount of change after ⁇ t in the pressing force when the speed of the electric motor is the limit speed Lms.
  • Fbu (e1) and Fbu '(e1) are compared.
  • the symbol in parentheses represents the calculation cycle
  • Fbu (e1) represents Fbu in the calculation cycle e1.
  • Fbu ′ (e3) a value obtained by adding Lmh to Fbu (e2)
  • Fbu (e3) is adopted as the final Fbu (e3).
  • the value finally adopted for the target pushing force Fbu is represented by “black circle”, and the value not adopted is represented by “white circle”.
  • Fbu '(e7) becomes smaller than Fbu (e7) at the calculation cycle (time point) e7.
  • the increase in the target pushing force Fbu starts to be limited by the speed limit Lms.
  • Fbu '(e13) becomes larger than Fbu (e13) in the calculation cycle e13.
  • Fbu (e13) is adopted as the final Fbu (e13).
  • the increase limitation on the target pushing force is released.
  • a change in the value corresponding to Fbu can be limited based on the limiting speeds Lfb, Lvx, and Ltc, and the speed increase of the electric motor can be limited. .
  • the target value in the movable member positioned in the power transmission path from the electric motor MTR to the friction member MSB is “target pushing force equivalent value Fst”.
  • the target pressing force equivalent value Fst is a target value corresponding to the “pressing force” of the friction member MSB with respect to the rotating member KTB, and corresponds to the target value from the output of the MTR to the MSB pressing force with respect to the KTB.
  • the output torque target value of the electric motor, the GSK torque target value, the HNK thrust target value, and the PSN thrust target value can be adopted as Fst related to “force (torque)”.
  • the target value related to the “position” can be set to Fst.
  • the target position Mkt of the electric motor, the target position of GSK, the target position of HNK, the target position of PSN, and the target position of MSB can be adopted as Fst related to “position”.
  • the limit speed (time change amount limit value) Lms the speed increase of the electric motor can be restricted according to the situation by limiting the increase speed of the target pressing force equivalent value Fst. As a result, the same effect as the first embodiment can be obtained.
  • CHup is an allowable line (upper limit line) that determines the upper limit when the pressing force equivalent value Fbs increases and changes with respect to the elapsed time from the start of the operation of the braking operation member by the driver. That is, if the pressing force equivalent value Fbs at a certain time point (calculation cycle) is equal to or less than CHup, Fbs is allowed. However, if Fbs is larger than CHup, Fbs is limited to CHup (Fbs is not calculated to a value exceeding CHup).
  • the upper diagram in FIG. 16 shows a case where the upper limit line (a preset characteristic for limiting the change in position of the electric motor) CHup is a linear characteristic whose slope simply decreases.
  • the upper limit line a preset characteristic for limiting the change in position of the electric motor
  • CHup is a linear characteristic whose slope simply decreases.
  • the upper limit line CHup is set in advance in a plurality of stages instead of the linear decrease characteristic described above. Specifically, the speed limit is not performed when Mkt is less than the predetermined value mkt2, and the speed limit is set to the predetermined value ldm2 when Mkt is between the predetermined value mkz2 and the predetermined value mkkz3 (> mkk2). Is greater than or equal to a predetermined value mkz3, the speed limit is preset to a predetermined value ldm3 that is smaller than the predetermined value ldm2.
  • the braking is started at the time point z1, and the change is not limited when the change in the electric motor rotation angle (that is, the pressing force equivalent value) falls below the predetermined upper limit line.
  • the change is about to exceed the upper limit line (time point z5), the speed is limited, and the actual rotation angle change increases while being suppressed along the upper limit line.
  • the upper limit line CHup can be adjusted based on the road surface friction coefficient ⁇ m. Specifically, the upper limit line can be set as a characteristic (characteristic reduced in the Y-axis direction) as the road surface friction coefficient ⁇ m is small.
  • At least one of the target pressing force equivalent values Fst can be adopted instead of Mkt, for the reason described in the second embodiment.
  • An upper limit line set in advance is applied to the target pressing force equivalent value Fst, and an increase in Fst can be suppressed.
  • the upper limit line takes into account the inertial effect of the electric motor. As a result, the increase in the speed of the electric motor is limited, and a transient decrease in the lateral lateral force of the rear wheel immediately after the start of the slip suppression control can be suppressed.
  • the upper limit line can be set based on the road surface friction coefficient ⁇ m. The stability of the vehicle can be suitably ensured on various road surfaces.
  • BRK Electric braking means
  • BRH Hydraulic braking means
  • ECU Electronic control unit
  • MTR Electric motor
  • VWA Wheel speed acquisition means
  • SLP Slip state amount calculating means
  • CTL Control means
  • FBS Pushing force equivalent value Acquisition means
  • MU friction coefficient acquisition means
  • MU friction coefficient acquisition means

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Dans ce dispositif selon l'invention, on calcule une quantité cible d'alimentation électrique (Imt) pour un moteur électrique afin d'exécuter une "commande de répartition de la force de freinage" qui maintient ou réduit le couple de freinage sur les roues arrière en fonction de la quantité de patinage des roues arrière et un moteur électrique est commandé par rapport aux roues arrière, en fonction de cette quantité cible d'alimentation électrique (Imt). On fixe une vitesse limite (Lms) pour le moteur électrique en fonction de : une valeur (valeur réelle (Fba) de la force de compression, etc.) correspondant à la force de compression d'un élément de friction (plaquette de frein) sur un élément rotatif (rotor de disque) fixé aux roues arrière; ou une valeur de l'état de fonctionnement du véhicule (vitesse (Vxa) du véhicule, quantité (Tca) d'état de giration, quantité (Gja) d'état de décélération). On règle la quantité cible d'alimentation électrique (Imt) de façon à ce que la vitesse du moteur électrique ne dépasse pas cette vitesse limite (Lms). Grâce à cela, l'apparition d'une situation dans laquelle la stabilité directionnelle d'un véhicule est difficile à maintenir à cause de l'impact de l'inertie du moteur électrique, etc., peut être supprimée dans un dispositif de commande de freinage d'un véhicule qui produit un couple de freinage pour les roues arrière du véhicule au moyen d'un moteur électrique, lors du commencement de l'exécution de la commande de suppression du patinage pour les roues arrière.
PCT/JP2013/074274 2012-09-07 2013-09-09 Dispositif de commande de freinage pour véhicule WO2014038700A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2012197286A JP5910425B2 (ja) 2012-09-07 2012-09-07 車両の制動制御装置
JP2012-197278 2012-09-07
JP2012197278A JP5910424B2 (ja) 2012-09-07 2012-09-07 車両の制動制御装置
JP2012-197286 2012-09-07

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JP2016002932A (ja) * 2014-06-18 2016-01-12 本田技研工業株式会社 車両用ブレーキシステム

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Publication number Priority date Publication date Assignee Title
JP2002104170A (ja) * 2000-09-02 2002-04-10 Robert Bosch Gmbh 電動モータで作動されるホイールブレーキの制御方法および装置
JP2005247306A (ja) * 2005-04-01 2005-09-15 Toyota Motor Corp 車両用ブレーキの制御装置
US20110060511A1 (en) * 2009-09-09 2011-03-10 Mando Corporation Control method of electronic brake

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002104170A (ja) * 2000-09-02 2002-04-10 Robert Bosch Gmbh 電動モータで作動されるホイールブレーキの制御方法および装置
JP2005247306A (ja) * 2005-04-01 2005-09-15 Toyota Motor Corp 車両用ブレーキの制御装置
US20110060511A1 (en) * 2009-09-09 2011-03-10 Mando Corporation Control method of electronic brake

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016002932A (ja) * 2014-06-18 2016-01-12 本田技研工業株式会社 車両用ブレーキシステム

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