WO2015046460A1 - Système de freinage de véhicule - Google Patents

Système de freinage de véhicule Download PDF

Info

Publication number
WO2015046460A1
WO2015046460A1 PCT/JP2014/075706 JP2014075706W WO2015046460A1 WO 2015046460 A1 WO2015046460 A1 WO 2015046460A1 JP 2014075706 W JP2014075706 W JP 2014075706W WO 2015046460 A1 WO2015046460 A1 WO 2015046460A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
braking force
force
fluid
regenerative braking
Prior art date
Application number
PCT/JP2014/075706
Other languages
English (en)
Japanese (ja)
Inventor
崇史 飯田
卓士 石本
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
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 WO2015046460A1 publication Critical patent/WO2015046460A1/fr

Links

Images

Classifications

    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/12—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 fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—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 fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle braking system including a regenerative braking device and a hydraulic braking device.
  • Patent Document 1 discloses an example of a hydraulic braking device that can control a braking force on a vehicle in cooperation with a regenerative braking device.
  • This device has a difference between a hydraulic pressure generating unit that generates a basic hydraulic pressure in the master cylinder, which is a hydraulic pressure corresponding to a brake operation by a driver, and a wheel cylinder provided for the master cylinder and the wheel. And a brake actuator for adjusting the pressure.
  • the hydraulic pressure generator is provided with a booster device that assists the driver's braking force in addition to the master cylinder.
  • the basic hydraulic pressure is not increased until the amount of movement of the master piston that moves according to the brake operation force assisted by the booster device reaches a predetermined amount.
  • the brake operation force increases and the movement amount of the master piston exceeds the predetermined amount
  • the basic fluid pressure is increased according to the difference obtained by subtracting the predetermined amount from the movement amount, and the amount of brake fluid corresponding to the basic fluid pressure is increased. It is supplied to the wheel cylinder through the brake actuator.
  • the “movement amount of the master piston” here is the movement amount from the initial position of the master piston when the brake operation is not performed.
  • a brake actuator is applied in order to apply a braking force according to the difference obtained by subtracting the regenerative braking force applied to the vehicle by the regenerative braking device from the required braking force according to the amount of brake operation by the driver. Is activated.
  • the braking force applied to the vehicle by the hydraulic braking device is referred to as “hydraulic braking force”.
  • the regenerative braking force applied to the vehicle by the regenerative braking device is harder to control than the hydraulic braking force applied to the vehicle by the hydraulic braking device. Therefore, when the vehicle body speed of the vehicle is reduced by the brake operation by the driver and the vehicle body speed becomes equal to or lower than the switching start speed, the regenerative braking force is gradually decreased and the hydraulic braking force is gradually increased as the vehicle body speed decreases. So-called replacement control is performed. When the vehicle body speed reaches the switching end speed larger than “0 (zero)”, the regenerative braking force is set to “0 (zero)” and the switching control is ended. Thereafter, the brake actuator is controlled so that the hydraulic braking force matches the required braking force according to the brake operation by the driver.
  • the brake actuator when the hydraulic braking force is increased so as to compensate for the decrease in the regenerative braking force in the switching control, the brake actuator is operated so that the differential pressure between the master cylinder and the wheel cylinder gradually increases. At this time, the brake fluid is pumped up from the master cylinder by the supply pump constituting the brake actuator and supplied into the wheel cylinder. Then, the base hydraulic pressure is reduced due to a decrease in the brake fluid in the master cylinder, and the master piston is easily moved in a direction in which the base hydraulic pressure is increased (hereinafter also referred to as “operation direction”). In this case, since the brake operation force assisted by the booster device is applied to the master piston, the master piston moves in the operation direction, and the brake operation member drivingly connected to the master piston is displaced. That is, even if the driver does not increase the brake operation force, the brake operation member is displaced, and drivability may be reduced.
  • the switching start speed for determining the start timing of the switching control and the switching end speed for determining the end timing of the switching control are constant regardless of the operation mode of the brake operation member by the driver.
  • the required braking force according to the driver's braking operation is large and the vehicle deceleration is large
  • switching control is performed when the required braking force is small and the vehicle deceleration is small.
  • the execution period of replacement control is shortened.
  • An object of the present invention is to brake a vehicle capable of suppressing a decrease in drivability when performing a switching control in which a regenerative braking force is gradually reduced and a hydraulic braking force is gradually increased in accordance with deceleration of the vehicle at the time of a brake operation.
  • the regenerative braking device that applies regenerative braking force to the vehicle, and the hydraulic braking force is adjusted by adjusting the hydraulic pressure in the wheel cylinder corresponding to the wheel.
  • a vehicle braking system including a hydraulic braking device applied to the vehicle.
  • the hydraulic braking device includes a hydraulic pressure generating unit that generates a basic hydraulic pressure in accordance with a brake operation in the master chamber of the master cylinder, and a brake actuator that adjusts a differential pressure between the master cylinder and the wheel cylinder.
  • the brake actuator has a differential pressure regulating valve disposed in a path between the master cylinder and the wheel cylinder, and a path closer to the wheel cylinder than the differential pressure regulating valve by pumping up brake liquid from the master chamber. And a supply pump for discharging the gas.
  • the regenerative braking force is gradually reduced in accordance with the deceleration of the vehicle when the brake operation member is operated, and the brake fluid in the master chamber is supplied into the wheel cylinder by the supply pump. Replacement control for gradually increasing the pressure braking force is performed.
  • the hydraulic pressure generating unit has a booster device that greatly assists the operation force of the brake operation member as the fluid pressure in the booster chamber is higher, and the master piston is connected to the master cylinder according to the operation force assisted by the booster device.
  • the basic fluid pressure is adjusted by moving the inside of the vehicle, and an amount of brake fluid corresponding to the basic fluid pressure is supplied to the wheel cylinder.
  • the replacement control is started when the vehicle body speed of the vehicle is reduced due to the operation of the brake operation member by the driver, that is, the brake operation.
  • the regenerative braking force is gradually decreased and the hydraulic braking force is gradually increased in accordance with the deceleration of the vehicle.
  • at least the supply pump among the differential pressure adjusting valve and the supply pump of the brake actuator operates, and the differential pressure between the master chamber and the wheel cylinder is increased.
  • the greater the regenerative braking force at the start of the replacement control the greater the hydraulic braking force that can be replaced with the regenerative braking force. Therefore, the differential pressure between the master chamber and the wheel cylinder is increased.
  • the brake fluid in the master chamber is pumped up by the supply pump, so the brake fluid in the master chamber decreases. Therefore, during operation of the supply pump, the master piston can easily move in the direction of decreasing the volume of the master chamber in the master cylinder.
  • the booster device may enter the booster chamber.
  • a valve device configured to restrict the inflow of the fluid.
  • the pressure reduction amount of the basic fluid pressure is equal to or greater than the specified pressure reduction amount
  • the flow of fluid into the booster chamber is permitted by the valve device, so that the assisting efficiency of the operation force of the brake operation member by the booster device is high.
  • the brake operation member is likely to be displaced in the direction in which the brake operation amount increases as compared with the case where the pressure reduction amount of the basic hydraulic pressure is less than the specified pressure reduction amount.
  • the displacement speed of such a brake operation member tends to increase as the pressure reduction speed of the base hydraulic pressure increases. Therefore, it can be said that the drivability is more likely to decrease as the pressure reduction speed of the basic hydraulic pressure is higher.
  • the vehicle braking system includes a control device that limits the regenerative braking force based on the specified pressure reduction amount before the replacement control is performed.
  • the regenerative braking force at the start of the switching control is smaller than that in the case where the regenerative braking force is not limited as described above. Therefore, even if the switching control is performed, the master chamber caused by the operation of the brake actuator is performed. Reduced amount of brake fluid.
  • switching control is terminated before the amount of basal fluid pressure reduction from the start of switching control reaches the specified amount of evacuation, or the amount of basal fluid pressure decreasing from the start of control is specified by executing switching control. Even if the decompression amount is exceeded, the excess amount can be reduced. That is, it is possible to prevent the brake operation member from being easily displaced even when the switching control is started in a state where the basic hydraulic pressure is larger than the specified pressure reduction amount. Therefore, it is possible to suppress a decrease in drivability when performing the switching control during the brake operation.
  • the regenerative braking force that can be replaced by the hydraulic braking force by pumping up the brake fluid in the master chamber corresponding to the specified pressure reduction amount is assumed to be the specified braking force.
  • the control device limits the regenerative braking force to less than the specified braking force. According to this configuration, it is possible to prevent the pressure reduction amount of the basic hydraulic pressure from exceeding the specified pressure reduction amount during the execution of the replacement control.
  • the switching control when the switching control is started in a state where the basic hydraulic pressure is less than the hydraulic pressure corresponding to the specified pressure reduction amount, the switching control start time from the start of the switching control regardless of the magnitude of the regenerative braking force at the starting time of the switching control.
  • the switching control can be terminated before the basic fluid pressure reduction amount reaches the specified pressure reduction amount. For this reason, when the basic hydraulic pressure is less than the hydraulic pressure corresponding to the specified pressure reduction amount, the brake operation member is displaced during the replacement control even if the regenerative braking force is not limited according to the specified pressure reduction amount. The event that becomes easy does not occur easily.
  • the regenerative braking force based on the specified reduced pressure need not be limited.
  • the regenerative braking force at the start of the switching control is increased compared to the case where the regenerative braking force is limited based on the specified pressure reduction amount. It becomes possible to do.
  • by performing the switching control in a state where the regenerative braking force is large in this way it is possible to suppress a decrease in regenerative efficiency.
  • the valve device when the basic hydraulic pressure is reduced by the operation of the brake actuator in the increased maintenance state, the valve device has a specified reduced pressure amount corresponding to the timing at which the fluid starts to flow into the booster chamber in the reduced maintenance state.
  • the basic hydraulic pressure when the basic hydraulic pressure is reduced by the operation of the brake actuator, it may be configured to be smaller than a specified pressure reduction amount corresponding to a timing at which the fluid starts to flow into the booster chamber.
  • the control device restricts the regenerative braking force based on the specified pressure reduction amount in the increased maintenance state before performing the replacement control in the increased maintenance state.
  • the regenerative braking force at the start of the replacement control can be limited based on the specified pressure reduction amount in the increase maintaining state. .
  • the regenerative braking force at the start of the replacement control is less likely to be larger than in the case where the regenerative braking force is limited based on the specified pressure reduction amount equal to the specified pressure reduction amount in the decrease maintaining state. Therefore, it is possible to suitably suppress a decrease in drivability during the execution of the replacement control.
  • the control device preferably limits the regenerative braking force based on the specified pressure reduction amount in the reduced maintenance state prior to performing the switching control.
  • the regenerative braking force at the start of the switching control can be limited based on the specified pressure reduction amount in the reduction maintaining state.
  • the regenerative braking force at the start of the replacement control is likely to be larger than in the case where the regenerative braking force is limited based on the specified pressure reduction amount equal to the specified pressure reduction amount in the increased maintenance state. Therefore, the regeneration efficiency at the time of brake operation by the driver can be increased.
  • the valve device is drivingly connected to the brake operation member, and moves in the operation direction when the operation force on the brake operation member is increased, while the direction of cancellation is when the operation force on the brake operation member is decreased.
  • a second valve member that moves in the operating direction when fluid flows into the booster chamber, and moves in the cancellation direction when fluid flows out of the booster chamber. You may do it.
  • the second valve member may be provided with a supply port for supplying fluid to the booster chamber, and the first valve member may be provided with a discharge port for discharging the fluid from the booster chamber.
  • the supply port is the second valve member when the brake operation member is not operated, when the operation force for the brake operation member is maintained, and when the operation force for the brake operation member is reduced.
  • the operation force to the brake operation member is increased by restricting the supply of fluid into the booster chamber by being blocked by the first valve member, the first valve member moves relative to the second valve member in the operation direction.
  • the fluid may be supplied into the booster chamber by being opened by.
  • the discharge port is provided by the first valve member when the brake operation member is not operated, when the operation force for the brake operation member is maintained, and when the operation force for the brake operation member is increased.
  • the blocking of the fluid from the booster chamber is restricted and the operating force on the brake operating member is reduced, the first valve member moves relative to the second valve member in the cancellation direction.
  • the fluid may be discharged from the booster chamber by being opened.
  • the relative movement amount of the first valve member with respect to the second valve member necessary for opening the closed supply port in the operation direction is the opening movement amount.
  • the opening movement amount in the increased maintenance state is shorter than the opening movement amount in the reduction maintenance state, a configuration is realized in which the specified pressure reduction amount in the increase maintenance state is smaller than the specified pressure reduction amount in the reduction maintenance state. be able to.
  • the first valve member moves relative to the second valve member in the operation direction.
  • the supply port is opened by the first valve member, the fluid is supplied to the booster chamber through the supply port, so that the second valve member also moves in the operation direction, and the operation force of the brake operation member is assisted. Is done.
  • such assisted operating force is transmitted to the master piston, the master piston moves in the operating direction, and the basic hydraulic pressure is increased.
  • the first valve member moves relative to the second valve member in the cancellation direction.
  • the discharge port is opened by the first valve member, the fluid is discharged from the booster chamber to the outside of the booster chamber through the discharge port, and the second valve member also moves in the cancellation direction.
  • both the first and second valve members move in the cancellation direction in this way, the master piston moves in the cancellation direction and the basic hydraulic pressure is reduced.
  • the second valve member moves relative to the first valve member in the cancellation direction.
  • the discharge port is closed by the second valve member, and the discharge (outflow) of the fluid from the booster chamber is restricted. Then, the relative movement of the second valve member in the cancellation direction with respect to the first valve member is stopped.
  • the master piston and the first valve member move in the operation direction.
  • the supply port is opened.
  • the specified pressure reduction amount in the reduced maintenance state is larger than the specified pressure reduction amount in the increase maintenance state.
  • the regenerative braking force is limited based on the specified decompression amount in the increased maintenance state, and in the reduced maintenance state, the regenerative braking force is limited based on the specified decompression amount in the decreased maintenance state.
  • a decrease in drivability inside can be suitably suppressed.
  • the block diagram which shows schematic structure of the hydraulic-pressure braking device which comprises the braking system of the vehicle of 1st Embodiment.
  • Sectional drawing which shows schematic structure of a basal fluid pressure supply apparatus. Sectional drawing which shows a valve apparatus when the brake operation force is increasing. Sectional drawing which shows a valve apparatus when it is an increase maintenance state. Sectional drawing which shows a valve apparatus when the brake operation force is reducing. Sectional drawing which shows a valve apparatus when it is a reduction
  • Sectional drawing which shows schematic structure of the basic hydraulic pressure supply apparatus which comprises the braking system of the vehicle of 2nd Embodiment. Sectional drawing which shows schematic structure of a booster apparatus in the braking system of the vehicle of 2nd Embodiment.
  • FIG. 1 shows a hybrid vehicle including the braking system of the present embodiment.
  • the hybrid vehicle includes a two-motor hybrid system 10 and a hydraulic braking device 20 that applies a braking force (hydraulic braking force) to all wheels FL, FR, RL, and RR.
  • a control device 100 for controlling the vehicle in an integrated manner.
  • the hybrid system 10 includes an engine 11 that is operated by supplying fuel such as gasoline.
  • a first motor 13 and a second motor 14 are connected to the crankshaft 11a of the engine 11 through a power transmission mechanism 12 having a planetary gear mechanism or the like.
  • the power transmission mechanism 12 divides and transmits the power from the engine 11 to the first motor 13 and the front wheels FL and FR which are driving wheels. Further, when the second motor 14 is driven, the power transmission mechanism 12 transmits the power from the second motor 14 to the front wheels FL and FR.
  • the first motor 13 generates power with the power transmitted through the power transmission mechanism 12. Then, the electric power generated by the first motor 13 is supplied to the battery 16 through the inverter 15 and stored.
  • the second motor 14 functions as a vehicle drive source when the driver operates the accelerator pedal 18. At this time, power is supplied from the battery 16 to the second motor 14 via the inverter 15. Then, the power generated by the second motor 14 is transmitted to the front wheels FL and FR via the power transmission mechanism 12 and the differential 17. In the vicinity of the accelerator pedal 18, an accelerator opening sensor SE ⁇ b> 1 that outputs a signal corresponding to an accelerator operation amount that is an operation amount of the accelerator pedal 18 to the control device 100 is provided.
  • the power accompanying the rotation of the front wheels FL and FR is transmitted to the second motor 14 through the differential 17 and the power transmission mechanism 12 when the driver operates the brake pedal 21 as the brake operation member.
  • the second motor 14 functions as a generator, and the electric power generated by the second motor 14 is supplied to the battery 16 via the inverter 15 and stored. Then, the second motor 14 that generates power in this way applies a regenerative braking force corresponding to the amount of power generated by the second motor 14 to the vehicle. Therefore, in the present embodiment, the second motor 14 constitutes an example of a “regenerative braking device”.
  • the hydraulic braking device 20 includes a basic hydraulic pressure supply device 50 that is an example of a hydraulic pressure generating unit to which the brake pedal 21 is drivingly connected, and a brake that can automatically adjust the hydraulic braking force for the wheels FL, FR, RL, and RR. And an actuator 30.
  • the brake pedal 21 is provided with a brake operation amount sensor SE2 that outputs a signal corresponding to a brake operation amount that is an operation amount of the brake pedal 21 to the control device 100.
  • the brake actuator 30 is provided with two systems of hydraulic circuits 311 and 312.
  • a wheel cylinder 22a for the left front wheel and a wheel cylinder 22b for the right front wheel are connected to the first hydraulic circuit 311, and a wheel cylinder 22c for the left rear wheel is connected to the second hydraulic circuit 312.
  • a wheel cylinder 22d for the right rear wheel is connected to the first hydraulic circuit 311, and a wheel cylinder 22c for the left rear wheel is connected to the second hydraulic circuit 312.
  • a wheel cylinder 22d for the right rear wheel.
  • the differential pressure regulating valves 321 and 322 which are linear electromagnetic valves are provided in a path connecting the master cylinder 61 and the wheel cylinders 22a to 22d of the basic hydraulic pressure supply device 50.
  • a left front wheel path 33 a and a right front wheel path 33 b are provided on the wheel cylinders 22 a and 22 b side of the differential pressure regulating valve 321, and the second hydraulic pressure is provided.
  • a left rear wheel path 33 c and a right rear wheel path 33 d are provided closer to the wheel cylinders 22 c and 22 d than the differential pressure regulating valve 322.
  • pressure increasing valves 34a, 34b, 34c and 34d which are normally open solenoid valves that are operated when regulating the increase in the WC pressure in the wheel cylinders 22a to 22d, and the WC pressure are provided.
  • pressure reducing valves 35a, 35b, 35c, and 35d which are normally closed electromagnetic valves that operate when pressure is reduced.
  • the first and second hydraulic pressure circuits 311 and 312 include reservoirs 361 and 362 for temporarily storing brake fluid flowing out from the wheel cylinders 22 a to 22 d through the pressure reducing valves 35 a to 35 d, and a pump motor 37.
  • Supply pumps 381 and 382 that operate based on rotation are connected.
  • the reservoirs 361 and 362 are connected to the supply pumps 381 and 382 through the suction flow paths 391 and 392, and are connected to the passage closer to the master cylinder 61 than the differential pressure regulating valves 321 and 322 through the master-side flow paths 401 and 402. Has been.
  • the supply pumps 381 and 382 are connected to connection portions 421 and 422 between the differential pressure regulating valves 321 and 322 and the pressure increasing valves 34a to 34d through the supply flow paths 411 and 412.
  • the supply pumps 381 and 382 draw the brake fluid from the reservoirs 361 and 362 and the master cylinder 61 through the suction flow paths 391 and 392 and the master side flow paths 401 and 402, The brake fluid is discharged into the supply channels 411 and 412.
  • the basic hydraulic pressure supply device 50 includes a fluid pressure source 51.
  • the fluid pressure source 51 includes an atmospheric pressure reservoir 52 that stores brake fluid, which is an example of fluid, an accumulator 53 that accumulates high-pressure brake fluid, and an accumulator that pumps the brake fluid from the atmospheric pressure reservoir 52 to the accumulator 53. And an industrial pump 54.
  • the fluid pressure source 51 includes a pressure sensor SE3 that detects the accumulated pressure in the accumulator 53, and a relief valve that returns part of the brake fluid in the accumulator 53 to the atmospheric pressure reservoir 52 when the accumulated pressure becomes excessive. 55 is provided.
  • the basic hydraulic pressure supply device 50 also includes a master cylinder 61 having a bottomed cylindrical shape, an operating rod 62 that moves in the left-right direction in the drawing by the operation of the brake pedal 21, and a rubber boot 63 that forms a bellows. ing.
  • An inwardly flanged sleeve support wall 611 is provided at the open end (right end in the figure) of the master cylinder 61.
  • One end of the boot 63 is fitted to the open end of the master cylinder 61, and the other end of the boot 63 is fitted to the operating rod 62.
  • operation direction + X the left side in FIG. 3 in which the operating rod 62 is moved by the brake operation by the driver
  • the direction is “X”.
  • a first master piston 651, a second master piston 652, and a valve device 66 are arranged in order from the brake pedal 21.
  • the first master piston 651 is always urged in the cancellation direction ⁇ X by the first urging member 671 and supports the second urging member 672.
  • the second master piston 652 is always urged in the cancellation direction ⁇ X by the second urging member 672.
  • the first and second master pistons 651 and 652 slide along the side wall of the master cylinder 61 in the operation direction + X. Then, the hydraulic pressure in the first master chamber 681 between the bottom wall of the master cylinder 61 and the first master piston 651, and the second pressure between the first master piston 651 and the second master piston 652. The hydraulic pressure in the master chamber 682 is increased. As a result, an amount of brake fluid corresponding to the hydraulic pressure in the first and second master chambers 681 and 682 flows out of the master cylinder 61 through supply passages 614 and 615 provided on the side wall of the master cylinder 61. , And supplied to the wheel cylinders 22a to 22d through the hydraulic circuits 311 and 312 of the brake actuator 30. Note that the hydraulic pressure based on the atmospheric pressure in the first and second master chambers 681 and 682 is referred to as “basic hydraulic pressure Pmc”.
  • the side wall of the master cylinder 61 has a first communication path 612 that communicates the first master chamber 681 and the outside of the master cylinder 61, and a second communication channel that communicates the second master chamber 682 and the outside of the master cylinder 61.
  • the communication path 613 is provided.
  • the first and second communication passages 612 and 613 are connected to a supply pipe 69 extending from the atmospheric pressure reservoir 52.
  • the atmospheric pressure reservoir 52 and the first and second master chambers 681 and 682 communicate with each other through the first and second communication passages 612 and 613 and the supply pipe 69. ing. Therefore, when the supply pumps 381 and 382 of the brake actuator 30 operate in this state, even if the brake fluid in the first and second master chambers 681 and 682 is pumped up by the supply pumps 381 and 382, the first and first The second master chambers 681 and 682 are supplemented with brake fluid from the atmospheric pressure reservoir 52. Accordingly, the amount of brake fluid in the first and second master chambers 681, 682, that is, the basic fluid pressure Pmc hardly changes.
  • the valve device 66 is a device that operates to allow the communication between the booster chamber 70 storing the force for assisting the brake operation force by the driver and the fluid pressure source 51, or to block the communication. That is, the valve device 66 and the fluid pressure source 51 constitute an example of a “booster device 71” that assists the operating force of the brake pedal 21 as the booster pressure that is the fluid pressure in the booster chamber 70 increases.
  • the valve device 66 includes a sleeve 72 as an example of a second valve member that slides along the side wall of the master cylinder 61 in the operation direction + X and the cancellation direction ⁇ X, and the operation direction + X and the cancellation direction ⁇ And a spool 73 as an example of a first valve member that slides in X direction. Further, an elastic body 74 that closes the opening on the operation direction + X side of the sleeve 72 and a plunger 75 disposed between the sleeve 72 and the elastic body 74 are provided inside the sleeve 72. Such a valve device 66 is connected to the second master piston 652 through the push rod 83.
  • an air release chamber 76 is provided between the second master piston 652 and the valve device 66.
  • An open passage 616 is provided on the side wall of the master cylinder 61 so as to communicate the atmosphere release chamber 76 and the outside of the master cylinder 61.
  • the open passage 616 communicates with the inside of the atmospheric pressure reservoir 52 through the discharge pipe 56. . That is, the pressure in the atmosphere release chamber 76 is substantially equal to the pressure in the atmospheric pressure reservoir 52.
  • the sleeve 72 of the valve device 66 includes a first cylindrical portion 721, a second cylindrical portion 722, and a third cylindrical portion 723 having different outer diameters.
  • the second cylindrical portion 722 is positioned in the master cylinder 61 so as to be slidable along the side wall of the master cylinder 61 in the operation direction + X and the cancellation direction ⁇ X. Further, the outer diameter of the second cylindrical portion 722 is larger than the outer diameters of the first and third cylindrical portions 721 and 723.
  • a booster chamber 70 is provided between the second cylindrical portion 722 and the sleeve support wall 611.
  • the first cylindrical portion 721 is located closer to the operation direction + X side than the second cylindrical portion 722.
  • the outer diameter of the first cylindrical portion 721 is smaller than the outer diameter of the second cylindrical portion 722 and the inner diameter of the master cylinder 61. Therefore, an annular axial liquid passage 77 is formed between the first cylindrical portion 721 and the side wall of the master cylinder 61.
  • a communication path 617 that communicates the inside and the outside of the master cylinder 61 is provided on the side wall of the master cylinder 61.
  • the axial liquid path 77 is connected to the accumulator 53 through the communication path 617 and the supply pipe 57. Therefore, the pressure in the axial liquid passage 77 is substantially equal to the accumulated pressure in the accumulator 53.
  • a through hole 72a extending in the radial direction is provided in a boundary portion between the first cylindrical portion 721 and the second cylindrical portion 722.
  • the axial liquid passage 77 communicates with the space inside the sleeve 72 through the through hole 72a.
  • an example of the “supply port 72d” is configured by the inner opening in the radial direction of the through hole 72a (see FIG. 4).
  • the supply port 72d supplies the high-pressure brake fluid from the accumulator 53 to the booster chamber 70 when open, and supplies the high-pressure brake fluid from the accumulator 53 to the booster chamber 70 when closed. To regulate.
  • an open space 78 is provided between the spool 73 and the elastic body 74 inside the first cylindrical portion 721.
  • the first cylindrical portion 721 is provided with a drain passage 72 b that communicates the open space 78 with the atmosphere opening chamber 76 located on the operation direction + X side with respect to the valve device 66.
  • the first cylindrical portion 721 is divided into a large diameter portion 721A having a large inner diameter and a small diameter portion 721B having a small inner diameter.
  • the large-diameter portion 721A is located closer to the operation direction + X side than the small-diameter portion 721B, and the elastic body 74 is disposed inside the large-diameter portion 721A.
  • the third cylindrical portion 723 is located closer to the elimination direction ⁇ X side than the second cylindrical portion 722.
  • the outer diameter of the third cylindrical portion 723 is substantially equal to the inner diameter of the sleeve support wall 611 of the master cylinder 61, and the third cylindrical portion 723 is inside the boot 63 through the inside of the sleeve support wall 611 from inside the master cylinder 61. Protruding.
  • the third cylindrical portion 723 is provided with a columnar actuating member 79.
  • the actuating member 79 is operated along the inner peripheral surface of the third cylindrical portion 723 in the operation direction + X and the canceling direction.
  • -X is slidable.
  • the operating rod 62 is in contact with the end of the actuating member 79 on the ⁇ X side, and the spool 73 is in contact with the end of the operating member 79 on the + X direction. Therefore, when the brake pedal 21 is operated, the brake operation force by the driver is transmitted to the spool 73 through the operating rod 62 and the operating member 79.
  • connection passage 72c is provided between the first cylindrical portion 721 and the third cylindrical portion 723 so as to communicate the booster chamber 70 and the space inside the sleeve 72.
  • the spool 73 is located on the first land portion 731, the second land portion 732 located on the elimination direction ⁇ X side of the first land portion 731, and the elimination direction ⁇ X side of the second land portion 732. And a third land portion 733.
  • the outer diameter of the second land portion 732 is smaller than the outer diameters of the first and third land portions 731 and 733.
  • An annular import passage 80 is formed between the outer peripheral surface of the second land portion 732 and the inner peripheral surface of the sleeve 72.
  • the import passage 80 has a booster chamber through a continuous passage 81 formed between the inner peripheral surface of the sleeve 72 and the outer peripheral surface of the third land portion 733 and a connection passage 72 c provided in the sleeve 72. It communicates with the inside of 70.
  • the plunger 75 is located inside the small diameter portion 721B of the first cylindrical portion 721 of the sleeve 72, and is slidable in the operation direction + X and the cancellation direction ⁇ X with respect to the sleeve 72. As shown in FIG. 3, when the brake pedal 21 is not operated, the plunger 75 is in contact with the spool 73 while being separated from the elastic body 74.
  • the valve device 66 has an outflow path 82 through which brake fluid flows out from the booster chamber 70 into the open space 78.
  • This outflow path 82 is provided so as to straddle the plunger 75 from the spool 73.
  • the outflow path 82 opens to the third land portion 733 of the spool 73, and this opening constitutes an example of the “discharge port 73a” (see FIG. 4).
  • the discharge port 73a regulates the outflow of the brake fluid from the booster chamber 70 when closed, and discharges the brake fluid from the booster chamber 70 through the outflow path 82 when opened.
  • FIG. 3 when the brake pedal 21 is not operated, the through hole 72 a provided in the sleeve 72 (that is, the supply port 72 d shown in FIG. 4) is blocked by the first land portion 731 of the spool 73. Is done. Therefore, the communication between the accumulator 53 of the fluid pressure source 51 and the booster chamber 70 in the master cylinder 61 is blocked. In this state, when the volume of the booster chamber 70 increases, the booster pressure in the booster chamber 70 is reduced accordingly. That is, the brake operation force by the driver is not assisted.
  • the valve device 66 When the operation of the brake pedal 21 is started, the valve device 66 operates. That is, the operating member 79 is pushed by the operating rod 62 connected to the brake pedal 21, and the operating member 79 slides in the operation direction + X. Then, the operating member 79 is pushed, and the spool 73 slides relative to the sleeve 72 in the operation direction + X.
  • the relative movement amount of the spool 73 with respect to the sleeve 72 is less than the opening movement amount ⁇ M, a state where the spool 73 closes the through hole 72a of the sleeve 72 (that is, the supply port 72d shown in FIG. 4) is maintained. For this reason, the communication between the accumulator 53 and the booster chamber 70 remains blocked. That is, the brake operation force by the driver is not assisted by the booster device 71 until the relative movement amount of the spool 73 with respect to the sleeve 72 reaches the release movement amount ⁇ M.
  • the relative movement amount of the spool 73 with respect to the sleeve 72 becomes equal to or greater than the release movement amount ⁇ M, as shown in FIG. Then, the first land portion 731 of the spool 73 is positioned closer to the operation direction + X side than the through hole 72a of the sleeve 72, and the supply port 72d is opened. As a result, the through hole 72 a communicates with the import passage 80 located on the outer peripheral side of the second land portion 732 of the spool 73. As a result, the accumulator 53 and the booster chamber 70 are communicated with each other, and high-pressure brake fluid is supplied from the accumulator 53 into the booster chamber 70.
  • the plunger 75 comes into contact with the elastic body 74, and the elastic body 74 and the sleeve 72 sliding in the operation direction + X
  • the first and second master chambers 681 and 682 are compressed by the plunger 75 biased in the release direction ⁇ X.
  • the compression force acts on the brake pedal 21 as a reaction force through the plunger 75, the spool 73, the operating member 79, and the operating rod 62. Further, the push rod 83 is pushed in the operation direction + X by the compressed elastic body 74.
  • the brake operation force assisted by the booster device 71 is transmitted to the push rod 83, and the push rod 83 pushes the first and second master pistons 651 and 652 in the operation direction + X.
  • the volumes of the first and second master chambers 681 and 682 are reduced, and the communication between the first and second master chambers 681 and 682 and the atmospheric pressure reservoir 52 is the first and second master pistons 651 and 651. Blocked by 652.
  • the basic hydraulic pressure Pmc that is the hydraulic pressure in the first and second master chambers 681 and 682 is increased.
  • the brake fluid in the first and second master chambers 681 and 682 is supplied into the wheel cylinders 22 a to 22 d through the hydraulic circuits 311 and 312 of the brake actuator 30.
  • the brake operation amount does not increase, and the spool 73 does not slide in the operation direction + X side.
  • the maintenance state in which the brake operation force is shifted from the state in which the brake operation force is increased in this way is referred to as an “increase maintenance state”.
  • the supply port 72 d of the sleeve 72 is still open, and high-pressure brake fluid flows into the booster chamber 70. Therefore, the sleeve 72 that receives the booster pressure in the booster chamber 70 slides relative to the spool 73 in the operation direction + X.
  • the pressing force applied by the push rod 83 to the first and second master pistons 651 and 652 is also maintained, and the basic hydraulic pressure Pmc in the first and second master chambers 681 and 682 is maintained in an increased state. It is held at the hydraulic pressure when moving to.
  • the first and second master pistons 651 and 652 are caused by the urging force of the first and second urging members 671 and 672.
  • the push rod 83 is pushed in the release direction ⁇ X by the second master piston 652.
  • the elastic body 74 is deformed by being pushed by the push rod 83 in the cancellation direction ⁇ X.
  • the plunger 75 and the spool 73 are slid in the elimination direction ⁇ X side by being pushed by the deformed elastic body 74.
  • the supply port 72d and the discharge port 73a are closed immediately after the start of sliding of the spool 73 in the cancellation direction -X side. Therefore, the spool 73 slides relative to the sleeve 72 in the cancellation direction ⁇ X. When the spool 73 slides relative to the sleeve 72 in the elimination direction ⁇ X side to some extent, the discharge port 73a closed by the sleeve 72 is opened.
  • the brake operation amount is not reduced, and the spool 73 does not slide in the cancellation direction ⁇ X side.
  • the maintenance state in which the brake operating force is shifted from the state where the brake operation force is reduced in this way is referred to as a “decrease maintenance state”.
  • the discharge port 73a of the spool 73 is still open, and the brake fluid is discharged from the booster chamber 70. Therefore, the sleeve 72 slides relative to the spool 73 in the canceling direction ⁇ X side in order to suppress the booster pressure in the booster chamber 70 from being reduced.
  • the pressing force applied by the push rod 83 to the first and second master pistons 651 and 652 is also maintained, and the basic hydraulic pressure Pmc in the first and second master chambers 681 and 682 is maintained in a reduced maintaining state. It is held at the hydraulic pressure when moving to.
  • the supply port 72d is closed immediately after the transition, so that the spool 73 is against the sleeve 72. Sliding relative to the operation direction + X.
  • the sleeve 72 also moves to the operation direction + X side in the same manner as the spool 73.
  • the opening movement amount ⁇ M which is the movement amount of the spool 73 necessary for opening the supply port 72d, is the first value ⁇ Ma in the increase maintaining state (see FIG. 5), but in the decrease maintaining state.
  • the second value ⁇ Mb is larger than the first value ⁇ Ma. That is, the first value ⁇ Ma corresponds to the opening movement amount in the increase maintaining state, and the second value ⁇ Mb corresponds to the opening movement amount in the decrease maintaining state.
  • a vehicle speed sensor SE4 for detecting the vehicle body speed VS is electrically connected to the control device 100.
  • a pressure sensor SE3 that detects the accumulated pressure in the accumulator 53 and a basic hydraulic pressure detection sensor SE5 that detects the basic hydraulic pressure Pmc in the master cylinder 61 are electrically connected to the control device 100 ( (See FIG. 2).
  • the control device 100 performs overall vehicle control based on detection signals from various detection systems such as the sensors SE1 to SE5.
  • the control device 100 controls the power management computer 101, the engine control unit 102 that controls the engine 11, the motor control unit 103 that controls the first and second motors 13 and 14, and the hydraulic braking device 20. And a brake control unit 104.
  • the power management computer 101 calculates the required power required for the engine 11 and the required power required for the second motor 14 based on the running state of the vehicle.
  • the power management computer 101 individually transmits a control command based on the calculated required power to the engine control unit 102 and the motor control unit 103.
  • the power management computer 101 calculates the regenerative braking force that can be applied to the front wheels FL and FR at that time based on the charged amount of the battery 16 and the wheel speeds of the front wheels FL and FR at that time. Then, the power management computer 101 transmits the calculated regenerative braking force at that time to the brake control unit 104.
  • the power management computer 101 receives information related to the required regenerative braking force calculated by the brake control unit 104 when the vehicle is decelerated due to the brake operation by the driver. Then, the power management computer 101 transmits the received information to the motor control unit 103.
  • the motor control unit 103 receives information on the requested regenerative braking force from the power management computer 101 when the vehicle decelerates due to the brake operation by the driver. Then, the motor control unit 103 causes the second motor 14 to generate electric power so that the regenerative braking force equivalent to the requested regenerative braking force based on the received information is applied to the front wheels FL and FR.
  • the brake control unit 104 calculates a brake operation amount based on a signal from the brake operation amount sensor SE2, and calculates a required braking force for the vehicle requested by the driver based on the brake operation amount. To do. Then, the brake control unit 104 calculates a required regenerative braking force based on the calculated required braking force on the vehicle and the regenerative braking force that can be applied to the front wheels FL and FR at that time, and information about the required regenerative braking force is obtained from the power management computer. At this time, if the brake control unit 104 determines that the required braking force for the vehicle can be provided only by the regenerative braking force, the brake actuator 30 is not operated.
  • the brake control unit 104 does not apply the hydraulic braking force from the hydraulic braking device 20 to the vehicle.
  • the brake control unit 104 applies a hydraulic braking force to the vehicle when the required braking force on the vehicle cannot be provided only by the regenerative braking force.
  • the second motor 14, the hydraulic braking device 20 and the control device 100 constitute an example of a “vehicle braking system”.
  • the brake actuator 30 operates so that the difference obtained by subtracting the regenerative braking force BPR from the required braking force BPT is equal to the hydraulic braking force BPP.
  • the differential pressure regulating valves 321 and 322 and the supply pumps 381 and 382 are operated.
  • a differential pressure is generated between the master cylinder 61 and the wheel cylinders 22a to 22d, and the WC pressure in the wheel cylinders 22a to 22d is increased.
  • the third timing t13 the required braking force BPT and the regenerative braking force BPR become equal, so that the operation of the brake actuator 30 is stopped and the hydraulic braking force BPP becomes “0 (zero)”.
  • the vehicle body speed VS gradually decreases.
  • the vehicle body speed VS becomes the start determination value VSTh1 that is the switching start speed set at that time, and it can be determined that the vehicle body speed VS has become low. Therefore, at the fourth timing t14, the switching control for gradually decreasing the regenerative braking force BPR and gradually increasing the hydraulic braking force BPP is started.
  • the vehicle body speed VS reaches the end determination value VSTh2 that is the replacement end speed at the fifth timing t15 before the vehicle stops.
  • the switching control for switching the regenerative braking force BPR to the hydraulic braking force BPP is completed, and the regenerative braking force BPR becomes “0 (zero)”. Thereafter, from the fifth timing t15 to the sixth timing t16 when the vehicle stops, the hydraulic braking force BPP becomes equal to the required braking force BPT.
  • the brake actuator 30 is operated to gradually increase the hydraulic braking force BPP.
  • the communication between the first and second master chambers 681 and 682 and the atmospheric pressure reservoir 52 is cut off.
  • the brake fluid in the master chambers 681 and 682 is reduced. That is, the basic hydraulic pressure Pmc in the first and second master chambers 681 and 682 is reduced, and the first and second master pistons 651 and 652 easily slide (displace) in the operation direction + X.
  • the brake operation force by the driver is almost constant. That is, in the maintenance state, the booster device 71 is not assisted, but the brake operating force by the driver is transmitted to the push rod 83 through the spool 73, the plunger 75 and the elastic body 74. Therefore, the first and second master pistons 651 and 652 slide in the operation direction + X, and the spool 73 and the plunger 75 slide in the operation direction + X in conjunction with this.
  • the sleeve 72 hardly slides. That is, the spool 73 and the plunger 75 slide relative to the sleeve 72 in the operation direction + X.
  • a point in time at which the brake fluid starts to decrease from the first and second master chambers 681 and 682 by the operation of the brake actuator 30 is referred to as a “decompression start point”.
  • the pressure reduction amount ⁇ Pmc of the basic hydraulic pressure from the start of pressure reduction is less than the specified pressure reduction amount ⁇ PmcTh, even if the spool 73 slides relative to the sleeve 72 in the operation direction + X, The relative movement amount is less than the opening movement amount ⁇ M. Therefore, the state where the supply port 72d of the sleeve 72 is closed by the spool 73 is maintained, and the communication between the accumulator 53 and the booster chamber 70 is blocked.
  • the operation of the brake actuator 30 is continued, and when the pressure reduction amount ⁇ Pmc of the basic hydraulic pressure from the pressure reduction start point reaches the specified pressure reduction amount ⁇ PmcTh, the relative movement amount of the spool 73 with respect to the sleeve 72 is the release movement amount ⁇ M. Become. Then, the first land portion 731 of the spool 73 is positioned on the operation direction + X side with respect to the through hole 72a of the sleeve 72, the supply port 72d of the sleeve 72 is opened, and the accumulator 53 and the booster chamber 70 are communicated with each other.
  • the specified pressure reduction amount ⁇ PmcTh in the decrease maintaining state is also referred to as “specified pressure reduction amount ⁇ PmcThb”, and the specified pressure reduction amount ⁇ PmcTh in the increase maintaining state is also referred to as “specified pressure reduction amount ⁇ PmcTha”.
  • an event in which the brake pedal 21 is displaced due to the execution of replacement control is more likely to occur when the base hydraulic pressure Pmc is higher than when the base hydraulic pressure Pmc is low. That is, when the replacement control is performed, the hydraulic braking force BPP is increased by an amount corresponding to the regenerative braking force BPR at the start of the replacement control. In this case, the brake fluid amount corresponding to the increase amount of the hydraulic braking force BPP is reduced from the first and second master chambers 681 and 682, and the brake fluid is supplied into the wheel cylinders 22a to 22d.
  • the volumes of the first and second master chambers 681 and 682 are reduced by the amount of brake operation force by the driver as compared with the case where the base hydraulic pressure Pmc is low. . Therefore, when it is assumed that the regenerative braking force BPR at the start time of the replacement control is equal, the first and second master chambers 681 and 682 have the same value at the start time of the replacement control regardless of the magnitude of the base hydraulic pressure Pmc. The amount of brake fluid commensurate with the regenerative braking force BPR is reduced.
  • the basic hydraulic pressure reduction amount ⁇ Pmc which is the reduced hydraulic pressure in the first and second master chambers 681 and 682 from the start of the switching control, becomes larger. That is, the higher the base hydraulic pressure Pmc, the more easily the base fluid pressure reduction amount ⁇ Pmc from the start of the replacement control becomes equal to or greater than the specified pressure reduction amount ⁇ PmcTh during the replacement control. In the period in which the pressure reduction amount ⁇ Pmc is equal to or greater than the specified pressure reduction amount ⁇ PmcTh, an event occurs in which the brake pedal 21 is easily displaced in the operation direction + X.
  • the displacement control is performed.
  • the method is based on the specified pressure reduction amount ⁇ PmcTh.
  • the regenerative braking force limit value BPR_L when the basic hydraulic pressure Pmc becomes equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh by the brake operation by the driver, the regenerative braking force BPR is set to be equal to or less than the regenerative braking force limit value BPR_L. Will be adjusted.
  • the regenerative braking force BPR at the start of the switching control is made smaller than when the regenerative braking force BPR is not limited.
  • the amount of brake fluid reduced from the first and second master chambers 681 and 682 due to the execution of the replacement control is reduced, and the base fluid pressure reduction amount ⁇ Pmc from the start of the replacement control becomes the specified pressure reduction amount ⁇ PmcTh. It becomes difficult to become above.
  • the map indicated by the solid line in FIG. 9 is a map when the brake operation force is increased and when the brake operation force is maintained, and is also referred to as an “increase map”. Further, the map indicated by the broken line in FIG. 9 is a map when the brake operation force is reduced and when the brake operating force is in the reduction maintaining state, and is also referred to as “a map for reduction”.
  • the limit value BPR_L of the regenerative braking force is such that when the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified reduced pressure ⁇ PmcTh, the basic hydraulic pressure Pmc corresponds to the specified reduced pressure ⁇ PmcTh. It is made smaller than when it is less.
  • the regenerative braking force limit value BPR_L Is determined to be an upper limit value BPR_up determined from the limit performance of the second motor 14 and the like. In this case, it can also be said that the regenerative braking force limit value BPR_L is not provided.
  • the regenerative braking force limit value BPR_L Is determined to be a preset lower limit BPR_lo.
  • the lower limit value BPR_lo is set to “0 (zero)”.
  • the correction amount ⁇ may be the same value as the correction amount ⁇ or may be a value different from the correction amount ⁇ .
  • the regenerative braking force limit value BPR_L gradually decreases as the base hydraulic pressure Pmc increases. It is determined. However, when the basic hydraulic pressure Pmc is equal to the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh, the regenerative braking force limit value BPR_L is determined to be equal to the preset specified braking force BPPTh.
  • the specified braking force BPPTh is obtained by pumping up the brake fluid of the amount corresponding to the specified pressure reduction amount ⁇ PmcTha from the first and second master chambers 681 and 682 in the switching control performed in the increase maintaining state. It is set to a value equal to the regenerative braking force BPR that can be replaced with BPP. Therefore, when the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTha, the regenerative braking force limit value BPR_L is set to be less than the specified braking force BPPTh.
  • the specified pressure reduction amount ⁇ PmcTh has a different value between the increase maintenance state and the decrease maintenance state. Therefore, in the map for increase, the first specified pressure reduction amount ⁇ PmcTh1a is the difference obtained by subtracting the correction amount ⁇ from the specified pressure reduction amount ⁇ PmcTha in the increase maintaining state, and the second specified pressure reduction amount ⁇ PmcTh2a is the specified pressure reduction amount in the increase maintaining state. The sum is obtained by adding the correction amount ⁇ to ⁇ PmcTha.
  • the first specified pressure reduction amount ⁇ PmcTh1b is a difference obtained by subtracting the correction amount ⁇ from the specified pressure decrease amount ⁇ PmcThb in the decrease maintaining state
  • the second specified pressure decrease amount ⁇ PmcTh2b is the specified value in the decrease maintaining state. The sum is obtained by adding the correction amount ⁇ to the decompression amount ⁇ PmcThb.
  • this processing routine is a processing routine that is performed every preset control cycle when a brake operation is being performed.
  • the brake control unit 104 sets the basic hydraulic pressure Pmc acquired in the previous control cycle as the previous basic hydraulic pressure Pmc1 (step S11). Subsequently, the brake control unit 104 sets the basic hydraulic pressure Pmc acquired in the current control cycle as the current basic hydraulic pressure Pmc2 (step S12). Then, the brake control unit 104 determines whether or not the acquired previous basic hydraulic pressure Pmc1 matches the current basic hydraulic pressure Pmc2 (step S13).
  • the detection error of the basal fluid pressure detection sensor SE5 is taken into consideration, and it is determined whether or not the difference between the previous basal fluid pressure Pmc1 and the current basal fluid pressure Pmc2 is less than a predetermined determination value. You may do it.
  • step S13 If the previous basic hydraulic pressure Pmc1 and the current basic hydraulic pressure Pmc2 are different (step S13: NO), the brake control unit 104 determines that the previous basic hydraulic pressure Pmc1 is larger or smaller than the current basic hydraulic pressure Pmc2. Is determined (step S14). When the previous basic hydraulic pressure Pmc1 is larger than the current basic hydraulic pressure Pmc2, it can be determined that the brake operating force is decreasing, and when the previous basic hydraulic pressure Pmc1 is smaller than the current basic hydraulic pressure Pmc2. It can be determined that the brake operating force is increasing.
  • step S14 If the previous basic hydraulic pressure Pmc1 is greater than the current basic hydraulic pressure Pmc2 (step S14: YES), the brake control unit 104 uses a reduction map indicated by a broken line in FIG. BPR_L is determined to be a value corresponding to the current basic hydraulic pressure Pmc2 (step S15). Thereafter, the control device 100 once ends this processing routine.
  • step S14 when the previous basic hydraulic pressure Pmc1 is smaller than the current basic hydraulic pressure Pmc2 (step S14: NO), the brake control unit 104 uses the increase map shown by the solid line in FIG. BPR_L is determined to be a value corresponding to the current basic hydraulic pressure Pmc2 (step S16). Thereafter, the control device 100 once ends this processing routine.
  • step S13 YES
  • the brake control unit 104 once ends this processing routine.
  • the regenerative braking force limit value BPR_L is a value based on the increase map.
  • the regenerative braking force limit value BPR_L is a value based on the reduction map.
  • the specified pressure reduction amount ⁇ PmcTh, the first specified pressure reduction amount ⁇ PmcTh1, and the second specified pressure reduction amount ⁇ PmcTh2 described here are the specified pressure reduction amount ⁇ PmcTha, the first specified pressure reduction amount ⁇ PmcTh1a, and the second specified pressure reduction amount ⁇ PmcTh2a in the increase maintaining state. (See FIG. 9). Further, the basic hydraulic pressure Pmc at the start of the replacement control is referred to as a reference basic hydraulic pressure Pmc_B.
  • the brake actuator 30 operates so that the difference obtained by subtracting the regenerative braking force BPR from the required braking force BPT is equal to the hydraulic braking force BPP.
  • the third timing t23 is reached, in the valve device 66, the relative movement amount of the spool 73 with respect to the sleeve 72 reaches the opening movement amount ⁇ M, and the supply port 72d is opened (see FIG. 4). Then, the brake operation force by the driver is assisted by the booster device 71. As a result, from the third timing t23, the first and second master pistons 651 and 652 move in the operation direction + X, and the basic hydraulic pressure Pmc gradually increases as the required braking force BPT increases.
  • the third timing t23 is also a timing at which the required braking force BPT becomes equal to the upper limit value BPR_up of the regenerative braking force BPR.
  • the basic hydraulic pressure Pmc is “0 (zero)” even in a state where the brake operation is being performed. Therefore, the regenerative braking force limit value BPR_L Becomes the upper limit value BPR_up.
  • the state is shifted from the state in which the brake operation force is increased to the maintenance state (that is, the increase maintenance state).
  • the base hydraulic pressure Pmc at the fourth timing t24 is equal to or less than the specified reduced pressure amount ⁇ PmcTh and the first specified reduced pressure amount ⁇ PmcTh1. Therefore, the regenerative braking force limit value BPR_L becomes the upper limit value BPR_up even in the period after the fourth timing t24.
  • the supply port 72d is closed by the spool 73, and the brake operation force by the driver is not assisted by the booster device 71 (see FIG. 5).
  • the regenerative braking force BPR does not reach the upper limit value BPR_up that is the regenerative braking force limit value BPR_L. Therefore, the regenerative braking force BPR is increased even after the fourth timing t24. Then, at the fifth timing t25 thereafter, the regenerative braking force BPR reaches the upper limit value BPR_up.
  • the brake operating force is maintained at a constant amount, so the basic hydraulic pressure Pmc is equal to or less than the first specified pressure reduction amount ⁇ PmcTh1.
  • the regenerative braking force BPR is held at the upper limit value BPR_up from the fifth timing t25 to the sixth timing t26. That is, it can be said that the regenerative braking force BPR is not limited in the period from the first timing t21 to the sixth timing t26.
  • the replacement control is started from that timing.
  • the sixth timing t26 is the time point when the basic hydraulic pressure Pmc is started to be reduced due to the operation of the brake actuator 30.
  • the hydraulic braking force BPP is increased in accordance with the decrease in the regenerative braking force BPR.
  • the brake fluid in the first and second master pistons 651 and 652 is gradually reduced.
  • the basal fluid pressure Pmc is gradually reduced from the reference basal fluid pressure Pmc_B, which is also the fluid pressure at the start of replacement control.
  • Such replacement control is ended at the seventh timing t27 when the vehicle body speed VS becomes the end determination value VSTh2. That is, the regenerative braking force BPR becomes “0 (zero)” at the seventh timing t27.
  • the reference basal fluid pressure Pmc_B which is the basal fluid pressure Pmc at the start of the switching control, is equal to the first specified pressure reduction amount ⁇ PmcTh1 and smaller than the specified pressure reduction amount ⁇ PmcTh. Therefore, the replacement control is terminated before the pressure reduction amount ⁇ Pmc of the basic fluid pressure from the reference basic fluid pressure Pmc_B reaches the specified pressure reduction amount ⁇ PmcTh. That is, during the switching control, the relative movement amount of the spool 73 with respect to the sleeve 72 does not reach the opening movement amount ⁇ M, so that the supply port 72d is kept closed.
  • the switching control when the switching control is performed, even if the regenerative braking force BPR is not limited, an event that the brake pedal 21 is likely to be displaced in the operation direction + X does not occur. That is, the switching control can be performed without causing a decrease in drivability.
  • the reference basic hydraulic pressure Pmc_B that is the basic hydraulic pressure Pmc at the start of the switching control.
  • the case where is larger than the specified pressure reduction amount ⁇ PmcTh will be described.
  • the case of the present embodiment that limits the regenerative braking force BPR is indicated by a solid line
  • the case of a comparative example that does not limit the regenerative braking force BPR is indicated by a broken line.
  • the brake actuator 30 operates so that the difference obtained by subtracting the regenerative braking force BPR from the required braking force BPT is equal to the hydraulic braking force BPP.
  • the third timing t33 is reached, in the valve device 66, the relative movement amount of the spool 73 with respect to the sleeve 72 reaches the opening movement amount ⁇ M, and the supply port 72d is opened (see FIG. 4). Then, the brake operation force by the driver is assisted by the booster device 71. As a result, from the third timing t33, the first and second master pistons 651 and 652 move in the operation direction + X, and the basic hydraulic pressure Pmc gradually increases as the required braking force BPT increases.
  • the third timing t33 is also a timing at which the required braking force BPT becomes equal to the upper limit value BPR_up of the regenerative braking force BPR.
  • the basic hydraulic pressure Pmc reaches the first specified pressure reduction amount ⁇ PmcTh1 at the fourth timing t34 as the brake operation force increases by the driver. Then, from the fourth timing t34 to the fifth timing t35 when the brake operation force is maintained, the regenerative braking force limit value BPR_L gradually decreases from the upper limit value BPR_up as the base hydraulic pressure Pmc is increased. (See FIG. 9).
  • the base hydraulic pressure Pmc is maintained.
  • the basic hydraulic pressure Pmc at the fifth timing t35 is larger than the specified pressure reduction amount ⁇ PmcTh but is smaller than the second specified pressure reduction amount ⁇ PmcTh2. Therefore, the limit value BPR_L of the regenerative braking force is smaller than the specified braking force BPPTh and larger than the lower limit value BPR_lo (that is, “0 (zero)”).
  • the limit value BPR_L of the regenerative braking force determined at the fifth timing t35 in this way is referred to as “limit value BPR_L1”.
  • the limit value BPR_L of the regenerative braking force is held at the limit value BPR_L1, and thus the regenerative braking force BPR is adjusted so as not to exceed the limit value BPR_L1. Is done. That is, the regenerative braking force BPR is maintained at the limit value BPR_L1.
  • the replacement control is started from the timing.
  • the seventh timing t37 is a time point at which the basic hydraulic pressure Pmc is started to be reduced as the brake actuator 30 is operated.
  • the hydraulic braking force BPP is increased in accordance with the decrease in the regenerative braking force BPR.
  • the brake fluid in the first and second master pistons 651 and 652 is gradually reduced.
  • the basal fluid pressure Pmc is gradually reduced from the reference basal fluid pressure Pmc_B, which is also the basal fluid pressure Pmc at the start of the replacement control.
  • Such replacement control is ended at the eighth timing t38 at which the vehicle body speed VS becomes the end determination value VSTh2. That is, the regenerative braking force BPR becomes “0 (zero)” at the seventh timing t27.
  • the regenerative braking force limit value BPR_L becomes the upper limit value BPR_up even after the fourth timing t34. Therefore, the regenerative braking force BPR is increased even after the fifth timing t35 when the brake operation force is maintained.
  • the regenerative braking force BPR is larger than that in the present embodiment.
  • the replacement control is terminated. That is, in the valve device 66, the relative movement amount of the spool 73 with respect to the sleeve 72 is equal to or greater than the opening movement amount ⁇ M, and the supply port 72d is opened. As a result, an event occurs in which the brake pedal 21 is likely to be displaced in the operation direction + X during a period from the time when the pressure reduction amount ⁇ Pmc becomes the specified pressure reduction amount ⁇ PmcTh to the eighth timing t38. As a result, drivability deteriorates during the replacement control.
  • the regenerative braking force limit value BPR_L becomes smaller than the specified braking force BPPTh. Therefore, the switching control is ended before the pressure reduction amount ⁇ Pmc of the basic fluid pressure from the reference basic fluid pressure Pmc_B reaches the specified pressure reduction amount ⁇ PmcTh. Therefore, by limiting the regenerative braking force BPR, there is no event that the brake pedal 21 is likely to be displaced in the operation direction + X when switching control is performed. In other words, the replacement control can be performed without causing a decrease in drivability.
  • FIG.11 and FIG.12 the case where a maintenance state is continued is illustrated once brake operation force is increased and once maintained. However, actually, the brake operation force is increased or decreased between the time when the brake operation is started and the time when the switching control is started.
  • the base hydraulic pressure Pmc changes, and therefore the regenerative braking force limit value BPR_L may change according to the change of the base hydraulic pressure Pmc.
  • the base hydraulic pressure Pmc is increased, so that the limit value BPR_L of the regenerative braking force may be decreased (see FIG. 9).
  • the regenerative braking force limit value BPR_L becomes smaller and the regenerative braking force BPR becomes larger than the limit value BPR_L, it is preferable that the regenerative braking force BPR is less than the changed limit value BPR_L. .
  • the decrease in the regenerative braking force BPR is compensated by the increase in the hydraulic braking force BPP caused by the operation of the brake actuator 30 or the like.
  • the base hydraulic pressure Pmc is lowered, so that the limit value BPR_L of the regenerative braking force may be increased (see FIG. 9).
  • the regenerative braking force BPR is increased as the limit value BPR_L increases. May be.
  • the effect shown below can be acquired.
  • (1) When the basic hydraulic pressure Pmc is increased by the brake operation by the driver and the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh, the regenerative control is performed based on the specified reduced pressure amount ⁇ PmcTh.
  • the power BPR was limited.
  • the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh, the regenerative braking force BPR at the start of the switching control is compared with the case where the regenerative braking force BPR is not limited as described above. Get smaller.
  • the switching control can be ended before the pressure reduction amount ⁇ Pmc of the base hydraulic pressure from the start of the switching control reaches the specified pressure reduction amount ⁇ PmcTh. Therefore, it is possible to suppress a decrease in drivability when performing the switching control during the brake operation.
  • the switching control When the switching control is started in a state where the reference basal hydraulic pressure Pmc_B, which is the basal hydraulic pressure Pmc at the start of the switching control, is less than the specified pressure reduction amount ⁇ PmcTh, the first and second master pistons 651 and 652 Has a sufficient amount of brake fluid. Therefore, regardless of the magnitude of the regenerative braking force BPR at the start of the switching control, the switching control may be terminated before the basic fluid pressure reduction amount ⁇ Pmc from the switching control start time reaches the specified pressure reduction amount ⁇ PmcTh. it can.
  • the brake pedal 21 can be applied during the execution of the switching control without limiting the regenerative braking force BPR according to the basic hydraulic pressure Pmc.
  • the reduction in the regeneration efficiency is suppressed by the amount that the limit value BPR_L of the regenerative braking force based on the specified pressure reduction amount ⁇ PmcTh is not provided. Further, it is possible to suppress a decrease in drivability during the execution of the replacement control.
  • the specified pressure reduction amount ⁇ PmcTh differs between the increase maintenance state and the decrease maintenance state. Therefore, in the increase maintaining state, the limit value BPR_L of the regenerative braking force is provided based on the specified pressure reduction amount ⁇ PmcTha in the increase maintaining state. For this reason, when the switching control is performed when the increase is maintained and the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTha, the regenerative braking force BPR at the start of the switching control is equal to the specified pressure reduction amount. It becomes below the limit value BPR_L of the regenerative braking force based on ⁇ PmcTha.
  • the regenerative braking force BPR at the start of the switching control is less likely to be larger than when the regenerative braking force BPR is limited based on the specified pressure reduction amount equal to the specified pressure reduction amount ⁇ PmcThb in the decrease maintaining state. Therefore, it is possible to suitably suppress a decrease in drivability during the execution of the replacement control.
  • the regenerative braking force limit value BPR_L is provided based on the specified pressure reduction amount ⁇ PmcThb in the reduced maintenance state. Therefore, when the switching control is performed when the reduction hydraulic pressure is maintained and the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcThb, the regenerative braking force BPR at the start of the switching control is equal to the specified pressure reduction amount. It becomes below the limit value BPR_L of the regenerative braking force based on ⁇ PmcThb.
  • the regenerative braking force BPR at the start of the replacement control is likely to be larger than when the regenerative braking force BPR is limited based on the specified pressure reduction amount equal to the specified pressure reduction amount ⁇ PmcThb in the increase maintaining state. Therefore, the regeneration efficiency at the time of brake operation can be improved.
  • the amount of brake fluid in the first and second master chambers 681 and 682 may vary. Even if the basic hydraulic pressure Pmc is less than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh, the amount of brake fluid in the first and second master chambers 681 and 682 is less than the assumed amount. When the amount is small, the pressure reduction amount ⁇ Pmc of the base hydraulic pressure from the start of the switching control may be equal to or greater than the specified pressure reduction amount ⁇ PmcTh.
  • the brake pedal 21 is displaced in the operation direction + X when the change control is performed in a state where the amount of the brake fluid in the first and second master chambers 681 and 682 is smaller than the assumed fluid amount. The occurrence of an event that is easy to do can be suppressed.
  • FIG. 13 shows a basic hydraulic pressure supply device 50A of the hydraulic braking device 20.
  • a negative pressure type booster device 71 ⁇ / b> A is provided between the master cylinder 61 ⁇ / b> A and the brake pedal 21.
  • the booster device 71A includes a booster shell 120 that is fixed to the elimination direction ⁇ X side of the master cylinder 61A.
  • the booster shell 120 includes a front shell 121 located on the operation direction + X side and a rear shell 122 located on the elimination direction ⁇ X side.
  • a rubber boot 123 having a bellows shape is provided between the end of the rear shell 122 in the cancellation direction -X side and the operating rod 62 connected to the brake pedal 21.
  • One end of the boot 123 is fixed to the end of the rear shell 122 on the elimination direction ⁇ X side, and the other end of the boot 123 is fixed to the operating rod 62.
  • a valve device 124 is provided in the internal space formed by the booster shell 120 and the boot 123.
  • a partition member 125 is provided in the booster shell 120.
  • the space on the operation direction + X side of the partition member 125 is the negative pressure chamber R1
  • the space on the elimination direction -X side is the booster chamber R2.
  • the partition member 125 has a rubber diaphragm 126 and a metal plate 127, and a valve device 124 is attached to the inner peripheral edge of the partition member 125.
  • the front shell 121 is provided with a negative pressure intake portion 121a communicating with the intake manifold of the engine 11 which is also a negative pressure source.
  • the negative pressure chamber R1 is always at negative pressure.
  • the negative pressure chamber R ⁇ b> 1 can communicate with the booster chamber R ⁇ b> 2 through the valve device 124, and can communicate with an atmospheric pressure region (atmospheric communication space A ⁇ b> 1 described later) through the valve device 124.
  • the booster device 71A is connected to the brake pedal 21 through the operating rod 62 and is connected to the second master piston 652 through the push rod 83A.
  • FIG. 14 illustrates the booster device 71A when the brake operation amount that is the operation amount of the brake pedal 21 is maintained. That is, FIG. 14 illustrates the booster device 71A when the operating force with respect to the brake pedal 21 is maintained.
  • the valve device 124 includes a valve piston 131 that supports the inner peripheral edge of the partition member 125, and this valve piston 131 is eliminated by the elimination spring 140 disposed inside the booster shell 120. Is being energized. On the operation direction + X side of the valve piston 131, a rubber elastic body 74A and a push rod 83A are provided.
  • the valve piston 131 has a first piston portion 1311 located on the operation direction + X side and a cylindrical second piston portion 1312 located on the elimination direction ⁇ X side.
  • the first piston portion 1311 is formed with a communication passage 132 that opens to an end portion on the operation direction + X side of the valve piston 131 and opens to the atmosphere communication space A1 that is a space inside the second piston portion 1312. Yes.
  • the communication path 132 is located radially outside the operating rod 62 and communicates with the negative pressure chamber R1.
  • a booster chamber communication space A2 which is a space inside the communication path 132 in the first piston portion 1311 communicates with the booster chamber R2.
  • a plunger 75A connected to the operating rod 62 is provided, and a reaction member 133 is provided between the plunger 75A and the elastic body 74A.
  • the reaction force from the elastic body 74 ⁇ / b> A is transmitted to the plunger 75 ⁇ / b> A through the reaction force member 133.
  • the part of the plunger 75A in the elimination direction -X side is a cylindrical portion 75A1, and the tip of the operating rod 62 is inserted into the cylindrical portion 75A1.
  • a collar 75A2 is provided at the end of the cylindrical portion 75A1 in the elimination direction -X side.
  • a protruding portion 75A3 having a flange shape is provided on the operation direction + X side of the flange 75A2.
  • a cylindrical atmospheric pressure valve seat member 134 that is positioned on the outer periphery of the cylindrical portion 75A1 of the plunger 75A and is coaxially disposed on the plunger 75A is provided inside the communication passage 132 in the first piston portion 1311. Yes.
  • An outward flange-shaped valve seat part 1341 is provided at the end of the atmospheric pressure valve seat member 134 on the elimination direction ⁇ X side.
  • a locking portion 1342 having an inward flange shape is provided at the end of the atmospheric pressure valve seat member 134 on the operation direction + X side.
  • a gap is interposed between the locking portion 1342 and the projecting portion 75A3 provided on the cylindrical portion 75A1 of the plunger 75A. The distance between the locking portion 1342 and the protruding portion 75A3 at this time corresponds to the “opening movement amount ⁇ M”.
  • the atmospheric pressure valve seat member 134 is urged toward the cancellation direction ⁇ X side by an urging member 137 disposed inside the first piston portion 1311.
  • a disc-shaped valve body 135 and a valve body spring 136 that urges the valve body 135 in the operation direction + X side are provided.
  • the valve element 135 is driven by the biasing force from the valve element spring 136 and the end of the first piston portion 1311 or the valve of the atmospheric pressure valve seat member 134. It is seated on the seat 1341.
  • the communication path 132 is closed by the valve body 135. That is, a portion located inside the opening of the communication passage 132 in the radial direction functions as the negative pressure valve seat 131a, and the negative pressure valve seat 131a and the valve body 135 constitute an example of a negative pressure valve.
  • valve body 135 When the valve body 135 is seated on the valve seat portion 1341 of the atmospheric pressure valve seat member 134, the booster chamber communication space A ⁇ b> 2 provided inside the first piston portion 1311 is closed by the valve body 135. That is, the valve seat portion 1341 and the valve body 135 constitute an example of an atmospheric pressure valve.
  • the protruding portion 75A3 of the plunger 75A is locked to the locking portion 1342 of the atmospheric pressure valve seat member 134. Then, in conjunction with the movement of the plunger 75A, the atmospheric pressure valve seat member 134 moves in the operation direction + X against the urging force from the urging member 137. Thus, the atmospheric pressure valve is opened, the atmosphere communication space A1 and the booster chamber communication space A2 communicate with each other, and the atmosphere flows from the atmosphere communication space A1 into the booster chamber R2 that communicates with the booster chamber communication space A2. The booster pressure in R2 is increased.
  • the brake operation force by the driver is assisted by the booster device 71A, and the push rod 83A pushes the second master piston 652 in the operation direction + X. Then, the first and second master pistons 651 and 652 move in the operation direction + X, and the basic hydraulic pressure Pmc in the first and second master chambers 681 and 682 is increased.
  • the operating rod 62 is connected to the second master piston 652 through the plunger 75A, the reaction force member 133, the elastic body 74A, and the push rod 83.
  • the operating rod 62 is given a certain brake operation force by the driver. Therefore, in conjunction with the movement of the first and second master pistons 651 and 652 in the operation direction + X, the operating rod 62 and the plunger 75A also move in the operation direction + X.
  • the movement amount of the plunger 75A is less than the opening movement amount ⁇ M
  • the projecting portion 75A3 of the plunger 75A is not locked to the locking portion 1342 of the atmospheric pressure valve seat member 134. Therefore, the atmospheric pressure valve seat member 134 does not move in the operation direction + X, and the communication between the communication path 132 and the booster chamber communication space A2 remains blocked.
  • the booster pressure in the booster chamber R2 is not increased, the assisting efficiency of the brake operation force by the booster device 71A does not increase. Therefore, even if the first and second master pistons 651 and 652 move in the operation direction + X, the state where the brake pedal 21 is hardly displaced is maintained.
  • the atmospheric pressure valve is opened, the atmosphere communication space A1 and the booster chamber communication space A2 communicate with each other, and the atmosphere flows from the atmosphere communication space A1 into the booster chamber R2 that communicates with the booster chamber communication space A2.
  • the booster pressure in the booster chamber R2 is increased.
  • the assisting efficiency of the brake operation force by the booster device 71A is increased, and the brake pedal 21 is easily displaced.
  • the timing at which the booster pressure increases is the same as in the first embodiment by monitoring the pressure reduction amount ⁇ Pmc of the base hydraulic pressure from the start of pressure reduction of the base hydraulic pressure Pmc accompanying the operation of the brake actuator 30. Can be determined. That is, when the pressure reduction amount ⁇ Pmc is less than the specified pressure reduction amount ⁇ PmcTh, the atmospheric pressure valve is closed and the booster pressure is not increased. When the pressure reduction amount ⁇ Pmc is further increased and the pressure reduction amount ⁇ Pmc becomes equal to or greater than the specified pressure reduction amount ⁇ PmcTh, the atmospheric pressure valve is opened, and the booster pressure is increased.
  • the regenerative braking force limit value BPR_L based on the specified pressure reduction amount ⁇ PmcTh is provided.
  • the regenerative braking force limit value BPR_L based on the specified pressure reduction amount ⁇ PmcTh is not provided, so that the regeneration at the start of the switching control is performed.
  • the braking force BPR can be increased. Thereby, the recovery efficiency of the regenerative energy during the brake operation by the driver can be improved.
  • the correction amount ⁇ and the correction amount ⁇ may be “0 (zero)”.
  • the map shown in FIG. 15 can be adopted as a map for determining the limit value BPR_L of the regenerative braking force. That is, when the basic hydraulic pressure Pmc is less than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh, the regenerative braking force limit value BPR_L is set to the upper limit value BPR_up, and the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh.
  • the limit value BPR_L of the regenerative braking force may be set to the lower limit value BPR_lo. That is, the regenerative braking force BPR is not limited when the basic hydraulic pressure Pmc is less than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh, and the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified reduced pressure amount ⁇ PmcTh. May limit the regenerative braking force BPR.
  • the correction amount ⁇ may be a positive value, and the correction amount ⁇ may be “0 (zero)”.
  • the map shown in FIG. 16 can be adopted as a map for determining the regenerative braking force limit value BPR_L. According to this map, when the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh, the limit value BPR_L is determined as the lower limit value BPR_lo.
  • the correction amount ⁇ may be a positive value, and the correction amount ⁇ may be “0 (zero)”.
  • the regenerative braking force limit value BPR_L is determined to be the upper limit value BPR_up, and the basic hydraulic pressure Pmc is greater than or equal to the second specified pressure reduction amount ⁇ PmcTh2.
  • the regenerative braking force limit value BPR_L is determined to be the lower limit value BPR_lo.
  • the limit value BPR_L of the regenerative braking force decreases as the basic hydraulic pressure Pmc increases.
  • the switching control is performed in a state where the basic hydraulic pressure Pmc is equal to or higher than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh and less than the second specified pressure reduction amount ⁇ PmcTh2, the change from the start of the switching control is performed.
  • the replacement control may be terminated after the basal fluid pressure reduction amount ⁇ Pmc exceeds the specified pressure reduction amount ⁇ PmcTh.
  • the lower limit value BPR_lo of the regenerative braking force BPR may be a value larger than “0 (zero)” as long as it is a value smaller than the specified braking force BPPTh.
  • the limit value BPR_L of the regenerative braking force BPR based on the specified pressure reduction amount ⁇ PmcTh may be provided even when the basic hydraulic pressure Pmc is less than the hydraulic pressure corresponding to the specified pressure reduction amount ⁇ PmcTh.
  • the specified braking force BPPTh can be replaced with the hydraulic braking force BPP by pumping up the brake fluid having a volume corresponding to the specified pressure reduction amount ⁇ PmcTha from the first and second master chambers 681 and 682.
  • a value smaller than the regenerative braking force BPR may be set.
  • the prescribed braking force BPPTh shown in Fig. 9 may be provided separately for increasing maintenance and decreasing maintenance.
  • the specified braking force BPPTh for maintaining the decrease is obtained by pumping up the brake fluid of the amount corresponding to the specified decompression amount ⁇ PmcThb from the first and second master chambers 681, 682 in the replacement control performed in the decreased maintaining state.
  • the regenerative braking force BPR that can be replaced with the hydraulic braking force BPP may be set equal to or smaller than the same value.
  • the prescribed pressure reduction amount ⁇ PmcTh for determining the regenerative braking force limit value BPR_L may be a constant value regardless of whether it is in the increase maintenance state or the decrease maintenance state.
  • any one of the specified pressure reduction amount ⁇ PmcTha in the increase maintaining state and the specified pressure reduction amount ⁇ PmcThb in the decrease maintaining state may be adopted as the specified pressure reduction amount ⁇ PmcTh.
  • a value between the specified pressure reduction amount ⁇ PmcTha and the specified pressure reduction amount ⁇ PmcThb (for example, a median value between the specified pressure reduction amount ⁇ PmcTha and the specified pressure reduction amount ⁇ PmcThb) may be adopted.
  • the high-pressure fluid supplied into the booster device 71 may be a liquid other than the brake fluid or a gas such as air.
  • the regenerative braking device may be an actuator other than the motor as long as it can adjust the regenerative braking force BPR applied to the vehicle.
  • the regenerative braking device may be a simple generator that does not function as a drive source.
  • the brake actuator may have a configuration other than the brake actuator 30 as long as the brake actuator has a differential pressure adjusting valve and a supply pump that can pump up brake fluid from the master cylinders 61 and 61A. Good.
  • the vehicle including the braking system of each of the above embodiments may be a two-motor hybrid vehicle or a one-motor hybrid vehicle as long as the vehicle includes the engine 11. Further, when the generator is provided as the regenerative braking device, the vehicle may be provided with only the engine 11 as a drive source.
  • the vehicle provided with the braking system of the first embodiment may be a vehicle that does not include the engine 11.
  • the vehicle may be an electric vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Système de freinage de véhicule doté d'un second moteur qui fournit une force de freinage par récupération à un véhicule, et un dispositif de freinage hydraulique qui fournit une force de freinage hydraulique au véhicule par réglage de la pression du fluide dans un cylindre de roue correspondant à une roue. Ce système met en oeuvre une commande de réattribution pour augmenter progressivement la force de freinage hydraulique (BPP) tout en réduisant progressivement la force de freinage par récupération (BPR) en fonction de la décélération du véhicule pendant une opération de freinage. Un dispositif de commande du système de commande de véhicule limite la force de freinage par récupération (BPR) sur la base d'une réduction de pression prescrite (ΔPmcTh) avant de mettre en œuvre la commande de réattribution.
PCT/JP2014/075706 2013-09-26 2014-09-26 Système de freinage de véhicule WO2015046460A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013199733A JP2015063283A (ja) 2013-09-26 2013-09-26 車両の制動システム
JP2013-199733 2013-09-26

Publications (1)

Publication Number Publication Date
WO2015046460A1 true WO2015046460A1 (fr) 2015-04-02

Family

ID=52743585

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/075706 WO2015046460A1 (fr) 2013-09-26 2014-09-26 Système de freinage de véhicule

Country Status (2)

Country Link
JP (1) JP2015063283A (fr)
WO (1) WO2015046460A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101916074B1 (ko) * 2016-11-08 2019-01-30 현대자동차 주식회사 차량의 회생제동 제어 장치 및 그 방법

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006264357A (ja) * 2005-03-22 2006-10-05 Advics:Kk 車両用ブレーキ装置
JP2007276550A (ja) * 2006-04-03 2007-10-25 Advics:Kk 車両用ブレーキ制御装置
JP2009286170A (ja) * 2008-05-27 2009-12-10 Advics Co Ltd 車両用ブレーキ制御装置
JP2013023004A (ja) * 2011-07-19 2013-02-04 Hitachi Automotive Systems Ltd 車両制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006264357A (ja) * 2005-03-22 2006-10-05 Advics:Kk 車両用ブレーキ装置
JP2007276550A (ja) * 2006-04-03 2007-10-25 Advics:Kk 車両用ブレーキ制御装置
JP2009286170A (ja) * 2008-05-27 2009-12-10 Advics Co Ltd 車両用ブレーキ制御装置
JP2013023004A (ja) * 2011-07-19 2013-02-04 Hitachi Automotive Systems Ltd 車両制御装置

Also Published As

Publication number Publication date
JP2015063283A (ja) 2015-04-09

Similar Documents

Publication Publication Date Title
JP5962608B2 (ja) 車両の制動システム
JP5884757B2 (ja) 車両用制動装置
WO2015146557A1 (fr) Dispositif de frein
JP5278552B2 (ja) 車両制御装置
US9056601B2 (en) Brake apparatus
JP5895916B2 (ja) 車両の制動制御装置
JP5891145B2 (ja) ブレーキ制御装置
US9919687B2 (en) Hydraulic braking system
JP5733266B2 (ja) 制動制御装置
JP5716331B2 (ja) 車両用制動装置
JP2015136993A (ja) 車両用制動装置
WO2015046460A1 (fr) Système de freinage de véhicule
JP5949093B2 (ja) 車両用の制動制御装置
JP2019099067A (ja) 車両用制動装置
KR20150099937A (ko) 하이브리드 및 전기 차량의 브레이크 시스템
JP2011245927A (ja) 液圧発生装置
JP6507755B2 (ja) 車両の制動システム
JP5929407B2 (ja) 車両の制動制御装置
JP6973065B2 (ja) 車両用制動装置
JP6467079B2 (ja) ブレーキ装置
JP2015067166A (ja) ブレーキ操作量演算装置及び車両の制動システム
JP2020147080A (ja) ブレーキ制御装置
JP2019043480A (ja) 車両用制動装置
JP2017047830A (ja) 車両用制動装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14848441

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14848441

Country of ref document: EP

Kind code of ref document: A1