JP2006021745A - Brake device for vehicle and brake control program for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake device for a vehicle capable of miniaturizing and reducing the weight of a hydraulic brake device and compensate insufficiency of braking force due to fluctuation of regenerative braking force by a regenerative brake device when regenerative braking force fluctuates by hydraulic braking force by the hydraulic brake device. <P>SOLUTION: This brake device for the vehicle is provided with the hydraulic brake device capable of giving control hydraulic braking force to a wheel corresponding to a wheel cylinder by giving control liquid pressure formed by driving a pump irrespective of brake operation to the wheel cylinder, the regenerative brake device for generating regenerative braking force corresponding to a brake operation condition detected by a brake operation condition detection means for detecting a condition of brake operation in the wheel by a motor driving any of the wheels, and a braking force compensation means for compensating insufficiency of braking force due to fluctuation of regenerative braking force. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention provides a vehicle brake device and a vehicle brake control that achieve a target regenerative braking force applied to a wheel according to a brake operation state by a sum of a hydraulic braking force by a hydraulic brake device and a regenerative braking force by a regenerative braking device. It is about the program.

  2. Description of the Related Art Conventionally, a hydraulic brake device for a vehicle that is suitable for an electric vehicle including a motor as a drive source of an electric vehicle or a hybrid vehicle that performs regenerative braking, and that has a simple configuration and is inexpensive (see Patent Document 1) . As shown in FIG. 1 of Patent Document 1, the hydraulic brake device for a vehicle described in Patent Document 1 generates and outputs a predetermined hydraulic pressure regardless of the brake operation. The pressure regulating valve 16 that regulates and outputs the fluid pressure P1 supplied from the fluid pressure generating device 12 to the fluid pressure P2 corresponding to the brake operation force, and the fluid pressure supplied from the pressure regulating valve 16 to the auxiliary fluid pressure chamber 19 The master cylinder 18 that operates to generate and output the hydraulic pressure P4 corresponding to the hydraulic pressure P3 in the auxiliary hydraulic pressure chamber 19 to the first master cylinder hydraulic pressure chamber 18e and the output hydraulic pressure P4 of the master cylinder 18 operates. Wheel cylinders 22 to 25 for applying braking force to the wheels of the vehicle, and the auxiliary hydraulic chamber is connected to the hydraulic passage 17 connecting the output side of the pressure regulating valve 16 and the auxiliary hydraulic chamber 19. 19 is used to adjust the auxiliary hydraulic pressure value of the pressure regulating valve 16. Electromagnetic proportional valves 26, 27 for adjusting any liquid pressure value of less force fluid pressure is connected.

The electrical control device 13 receives information related to the magnitude of the regenerative braking force from a drive / regenerative control electrical control device (not shown), and the amount obtained by subtracting the regenerative braking force from the braking force requested by the driver is the wheel cylinder. The electromagnetic proportional valves 26 and 27 are operated so that the braking force generated by the operations 22 to 25 is obtained. Moreover, the magnitude of the regenerative braking force varies depending on the state of charge of the battery, the vehicle speed, and the like. Therefore, it is most desirable that the auxiliary hydraulic pressure in the auxiliary hydraulic chamber 19 can be adjusted to an arbitrary hydraulic pressure value by increasing or decreasing the auxiliary hydraulic pressure.
Japanese Patent Application Laid-Open No. 2002-264795 (page 3-5, FIG. 1)

  In the vehicle hydraulic brake device described in Patent Document 1, even when the regenerative braking force fluctuates, the auxiliary hydraulic pressure in the auxiliary hydraulic pressure chamber 19 is increased or reduced in response to the fluctuation. By adjusting to the pressure value, it is possible to achieve the braking force required by the driver, but a hydraulic pressure generator 12, such as an accumulator, a pressure regulating valve 16, an auxiliary hydraulic pressure chamber 19, and the like are necessary. The device itself is still large and heavy.

  The present invention has been made to solve the above-described problems. In the vehicle brake device, the hydraulic brake device is reduced in size and weight, and the regenerative braking force by the regenerative brake device fluctuates. The object is to compensate for the lack of braking force by the hydraulic braking force by the hydraulic brake device.

In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that a basic hydraulic pressure corresponding to a brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is compared with the master cylinder and the hydraulic pressure. Applying to the wheel cylinder of each wheel connected by an oil path via a control valve to generate a basic hydraulic braking force on each wheel, and applying the control hydraulic pressure formed by driving the pump to the wheel cylinder. A hydraulic brake device capable of generating a control hydraulic braking force on a wheel corresponding to the wheel cylinder, and a regenerative brake device generating a regenerative braking force corresponding to the state of the brake operation on any of the wheels,
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
Detecting the fluctuation by driving the pump of the hydraulic brake device and controlling the hydraulic control valve to form the control hydraulic pressure and generating a control hydraulic braking force based on the control hydraulic pressure on the wheel. Braking force compensation means for compensating for the lack of regenerative braking force due to the fluctuation detected by the means.

  The structural feature of the invention according to claim 2 is that the basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is generated by an oil path through which the master cylinder and the hydraulic pressure control valve are interposed. It is applied to the wheel cylinder of each connected wheel to generate a basic hydraulic braking force on each wheel, and a control hydraulic pressure formed by driving the pump is applied to the wheel cylinder to provide a wheel corresponding to the wheel cylinder. A hydraulic brake device capable of generating a control hydraulic braking force, a regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels, and a regenerative braking force actually generated by the regenerative braking device. A fluctuation detecting means for detecting a fluctuation with respect to the regenerative braking force, and when a fluctuation is detected by the fluctuation detecting means, the pump of the hydraulic brake device is driven. Both control hydraulic pressure control valves are used to form a control hydraulic pressure, and a control hydraulic pressure braking force based on the same control hydraulic pressure is generated on the wheels to compensate for the lack of regenerative braking force due to fluctuations detected by the fluctuation detection means. And a braking force compensation means.

  According to a third aspect of the present invention, the hydraulic brake device according to the first or second aspect is configured such that the hydraulic brake device is connected to the master cylinder with a booster that increases the brake operation, and the master cylinder is Is to generate a base hydraulic pressure according to the force increased by.

  The structural feature of the invention according to claim 4 is that, in claim 3, the booster is a negative pressure booster.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the braking force compensating means is provided in both the front and rear systems of a vehicle having a front and rear system brake system. It is to control the hydraulic pressure control valve.

  The structural feature of the invention according to claim 6 is that in claim 5, the front / rear braking force distribution defining means for defining a predetermined front / rear braking force distribution in the front / rear system, and the braking force generated at each wheel of the front / rear system When the braking force detection means to detect and the braking force detected by the braking force detection means are insufficient with respect to the specified front-rear braking force distribution, the hydraulic brake device pump is driven and the hydraulic control valve is controlled. Thus, the control hydraulic pressure is generated, and the control hydraulic pressure braking force based on the control hydraulic pressure is generated in the wheel to provide the front / rear braking force distribution compensation means for compensating for the lack of the front / rear braking force distribution.

  The structural feature of the invention according to claim 7 is provided in a vehicle having a front and rear system brake system, and generates a base hydraulic pressure corresponding to the brake operation in the master cylinder, and both the front and rear systems in the master cylinder. Applying the basic hydraulic pressure generated to the wheel cylinders of each wheel connected by an oil path via a hydraulic pressure control valve provided to each to generate a basic hydraulic braking force on each wheel and driving the pump A hydraulic brake device capable of generating a control hydraulic pressure braking force on a wheel corresponding to the wheel cylinder by applying a control hydraulic pressure formed by the wheel cylinder, and a regenerative braking force corresponding to the state of the brake operation on any of the wheels Regenerative braking device to be generated and fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force A front / rear braking force distribution defining means for defining a predetermined front / rear braking force distribution in the front / rear system, a braking force detection means for detecting a braking force generated at each wheel of the front / rear system, and a braking detected by the braking force detection means. When the power is insufficient with respect to the specified front-rear braking force distribution, the hydraulic brake device pump is driven and the hydraulic control valve is controlled to form a control hydraulic pressure, which is based on the control hydraulic pressure on the wheels. It is provided with front / rear braking force distribution compensation means for generating a control hydraulic braking force to compensate for a lack of front / rear braking force distribution.

  The structural feature of the invention according to claim 8 is that, in claim 7, the front / rear braking force distribution compensating means compensates for a shortage of the front / rear braking force distribution when a change is detected by the change detecting means. .

  The structural feature of the invention according to claim 9 is that, according to any one of claims 1 to 8, a hydraulic pressure sensor is disposed downstream of the hydraulic pressure control valve, and braking force compensation means or front / rear braking force distribution is provided. The compensating means controls the hydraulic pressure control valve based on the output of the hydraulic pressure sensor.

  According to a tenth aspect of the present invention, in the ninth aspect, the hydraulic control valve is provided for each of a plurality of separated systems, and the hydraulic sensor is provided downstream of each hydraulic control valve of the system. It is arranged.

  The constitutional feature of the invention according to claim 11 is that, in claim 9, the hydraulic control valve is provided for each of a plurality of separated systems, the hydraulic sensor is downstream of the ABS control valve of each system, and The ABS control valve is disposed outside the ABS control unit.

  According to the twelfth aspect of the present invention, the basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is generated by an oil path that intervenes the master cylinder and the hydraulic control valve. It is applied to the wheel cylinder of each connected wheel to generate a basic hydraulic braking force on each wheel, and the control hydraulic pressure formed by driving the pump is applied to the wheel cylinder to control the wheel corresponding to the wheel cylinder A hydraulic brake control device that controls a hydraulic brake device capable of generating a hydraulic braking force, and is actually generated by a regenerative brake device that generates a regenerative braking force corresponding to the state of brake operation on any of the wheels. A fluctuation detecting means for detecting a fluctuation of the regenerative braking force with respect to the regenerative braking force, and a fluctuation of the hydraulic brake device when the fluctuation is detected by the fluctuation detecting means. The control hydraulic pressure is formed by controlling the hydraulic pressure control valve and the hydraulic pressure control valve is generated, the control hydraulic pressure braking force based on the control hydraulic pressure is generated on the wheel, and the regenerative braking force due to the fluctuation detected by the fluctuation detecting means And braking force compensation means for compensating for the deficiency.

  According to a thirteenth aspect of the present invention, in the twelfth aspect of the present invention, in the twelfth aspect, the fluctuation detecting means includes a target regenerative braking force calculating means for calculating a target regenerative braking force of the regenerative braking device based on a brake operation state, and the target The actual regenerative braking force input means for inputting the actual regenerative braking force actually applied to the wheel by the regenerative brake device to the target regenerative braking force calculated by the regenerative braking force calculation means, and the target regenerative braking force calculation means. Difference calculating means for calculating the difference between the target regenerative braking force and the actual regenerative braking force input by the actual regenerative braking input means, and if the difference calculated by the difference calculating means is greater than a predetermined value, the regenerative braking force varies. And a determination means for detecting the occurrence of the failure.

  The constitutional feature of the invention according to claim 14 is the structural feature of the invention according to claim 12, wherein the braking force compensating means comprises target regenerative braking force calculating means for calculating a target regenerative braking force of the regenerative braking device based on a brake operation state, Calculated by the actual regenerative braking force input means for inputting the actual regenerative braking force actually applied to the wheel by the regenerative braking device and the target regenerative braking force calculation means with respect to the target regenerative braking force calculated by the target regenerative braking force calculation means. A difference calculating means for calculating a difference between the target regenerative braking force and the actual regenerative braking force input by the actual regenerative braking input means, and a control so as to obtain a braking force corresponding to the difference calculated by the difference calculating means. And a control means for forming a hydraulic pressure.

  According to a fifteenth aspect of the present invention, the basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is generated by an oil path that intervenes the master cylinder and the hydraulic control valve. It is applied to the wheel cylinder of each connected wheel to generate a basic hydraulic braking force on each wheel, and the control hydraulic pressure formed by driving the pump is applied to the wheel cylinder to control the wheel corresponding to the wheel cylinder A hydraulic brake control program for causing a computer to execute a function of controlling a hydraulic brake device capable of generating a hydraulic braking force, wherein the regenerative braking device generates a regenerative braking force corresponding to a state of brake operation on any of the wheels. The fluctuation detection function that detects the fluctuation of the regenerative braking force actually generated by the When it is released, the hydraulic brake device pump is driven and the hydraulic control valve is controlled to form a control hydraulic pressure, and the control hydraulic pressure braking force based on the control hydraulic pressure is generated on the wheel to detect fluctuations. And a braking force compensation function for compensating for a lack of regenerative braking force due to fluctuations detected by the means.

The structural feature of the invention according to claim 16 is that the basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is generated by an oil path through which the master cylinder and the hydraulic pressure control valve are interposed. Wheels that are applied to the wheel cylinders of the connected wheels to generate a basic hydraulic braking force on the wheels and control hydraulic pressure formed by driving the pump is applied to the wheel cylinders to correspond to the wheel cylinders A hydraulic brake device capable of generating a control hydraulic braking force on
A regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
The pump of the hydraulic brake device is driven based on a brake operation, and when the fluctuation is detected by the fluctuation detecting means, the control hydraulic pressure is formed by controlling the hydraulic pressure control valve, And a braking force compensator that generates a control hydraulic braking force based on the control hydraulic pressure on the wheel and compensates for a shortage of the regenerative braking force due to the fluctuation detected by the fluctuation detector.

  The structural feature of the invention according to claim 17 is that, in claim 16, driving of the pump is stopped when the brake operation is stopped.

  The structural feature of the invention according to claim 18 is that, in claim 16, driving of the pump is stopped when the vehicle is stopped.

  In the invention according to claim 1 configured as described above, regenerative cooperative control can be performed by combining a conventional hydraulic brake device and a regenerative brake device. Therefore, it is possible to provide a vehicle brake device that can perform regenerative cooperative control with a simple configuration and at a low cost. Furthermore, the control hydraulic pressure is formed by driving the pump of the hydraulic brake device and controlling the hydraulic pressure control valve, and the control hydraulic pressure braking force based on the same control hydraulic pressure is generated on the wheel and detected by the fluctuation detecting means. Compensate for lack of regenerative braking force due to the fluctuations. Therefore, since the pressure adjusting means constituting the existing hydraulic brake device is used as the braking force compensation means, the braking force required by the driver can be stably stabilized with a simple configuration regardless of the change in regenerative braking. Can be granted.

  In the invention according to claim 2 configured as described above, when the regenerative braking force varies, the variation detecting means changes the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force. When the fluctuation is detected by the fluctuation detecting means, the control force is generated by driving the pump of the hydraulic brake device and controlling the hydraulic control valve. A control hydraulic braking force based on the control hydraulic pressure is generated to compensate for the lack of regenerative braking force due to the fluctuation detected by the fluctuation detecting means. Therefore, since the pressure adjusting means constituting the existing hydraulic brake device is used as the braking force compensation means, the braking force required by the driver can be stably stabilized with a simple configuration regardless of the change in regenerative braking. Can be granted.

  In the invention according to claim 3 configured as described above, in claim 1 or claim 2, the hydraulic brake device is connected to the master cylinder with a booster that increases the brake operation, and the master cylinder is doubled. By generating the basic hydraulic pressure corresponding to the force increased by the force device, it is possible to use a reliable and inexpensive hydraulic brake device that has been widely used in the past.

  In the invention according to claim 4 configured as described above, in claim 3, the booster device is a negative pressure booster device, so that the configuration can be simplified.

  In the invention according to claim 5 configured as described above, the braking force compensating means controls the hydraulic pressure control valves respectively provided in both the front and rear systems of the vehicle having the front and rear system brake system, thereby The braking force of both systems can be controlled independently and reliably.

  In the invention according to claim 6 configured as described above, the front / rear braking force distribution defining means defines a predetermined front / rear braking force distribution in the front / rear system, and the braking force detection means is generated on each wheel of the front / rear system. When the braking force distribution compensation means detects the braking force to be detected and the braking force detected by the braking force detection means is insufficient with respect to the prescribed front-rear braking force distribution, the pump of the hydraulic brake device is driven. A control hydraulic pressure is formed by controlling the hydraulic control valve, and a control hydraulic braking force based on the control hydraulic pressure is generated on the wheel to compensate for a shortage in the front-rear braking force distribution. Therefore, the braking force requested by the driver can be stably applied to both the front and rear systems regardless of the change in regenerative braking.

  In the invention according to claim 7 configured as described above, even in a vehicle having a front-rear system brake system, regenerative cooperative control is possible by combining a conventional hydraulic brake device and a regenerative brake device. It becomes. Therefore, it is possible to provide a vehicle brake device that can perform regenerative cooperative control with a simple configuration and at a low cost. Further, the fluctuation detecting means detects a fluctuation of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force, and the front / rear braking force distribution defining means defines a predetermined front / rear braking force distribution in the front / rear system. The braking force detection means detects the braking force generated on each wheel of the front and rear systems, and the front and rear braking force distribution compensation means against the front and rear braking force distribution in which the braking force detected by the braking force detection means is defined. In the case of shortage, the hydraulic brake device pump is driven and the hydraulic control valve is controlled to form a control hydraulic pressure, and the control hydraulic pressure braking force based on the control hydraulic pressure is generated on the wheel to generate the front / rear braking force. Compensate for lack of allocation. Therefore, the braking force required by the driver can be stably applied with a simple configuration regardless of the change in regenerative braking.

  In the invention according to claim 8 configured as described above, in claim 7, the front / rear braking force distribution compensating means compensates for a shortage with respect to the front / rear braking force distribution when a change is detected by the change detecting means. Thus, the stability of the vehicle can be maintained higher during braking.

  In the invention according to claim 9 configured as described above, in any one of claims 1 to 8, a hydraulic pressure sensor is disposed downstream of the hydraulic pressure control valve, and the braking force compensation means or the front-rear control is arranged. The power distribution compensation means controls the hydraulic pressure control valve based on the output of the hydraulic pressure sensor, thereby feedback controlling the hydraulic pressure control valve based on the detection signal of the hydraulic pressure sensor and supplying the controlled hydraulic pressure to the wheel cylinder. Therefore, the control hydraulic pressure supplied to the wheel cylinder does not vary, and a good deceleration feeling can be obtained.

  In the invention according to claim 10 configured as described above, in claim 9, a hydraulic control valve is provided for each of a plurality of separated systems, and a hydraulic sensor is provided for each hydraulic control valve of the system. By being arranged downstream, the hydraulic pressure control valve is feedback-controlled based on the detection signal of the hydraulic pressure sensor connected downstream of the hydraulic pressure control valve of each system, and the control hydraulic pressure is controlled from the braking force applying device to each wheel. Since it supplies to a cylinder, a control hydraulic pressure can be correctly supplied to each wheel cylinder, and an appropriate control hydraulic braking force can be given to each wheel.

  In the invention according to claim 11 configured as described above, in claim 9, the hydraulic control valve is provided for each of the plurality of separated systems, and the hydraulic sensor is downstream of the ABS control valve of each system, In addition, since the ABS control valve is disposed outside the ABS control unit, the hydraulic pressure sensor can be connected to a pipe that connects the out port of the ABS control valve to the wheel cylinder. The hydraulic pressure sensor can be easily and inexpensively connected without changing the versatile brake actuator used for the engine vehicle. In this case, since the cooperative control between the hydraulic brake device and the regenerative brake device is not performed simultaneously with the antilock brake control, the ABS control valve is not opened and closed during the cooperative control. The hydraulic pressure control valve is feedback-controlled based on the detection signal of the hydraulic pressure sensor connected downstream, and the control hydraulic pressure can be accurately supplied to each wheel cylinder.

  In the invention according to claim 12 configured as described above, regenerative cooperative control can be performed by combining a conventional hydraulic brake device and a regenerative brake device. Therefore, it is possible to provide a vehicle brake device that can perform regenerative cooperative control with a simple configuration and at a low cost. Further, when there is a change in the regenerative braking force, the change detecting means detects a change of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force, and the braking force compensating means is provided with the change detecting means. When a fluctuation is detected in the control valve, the control hydraulic pressure is generated by driving the pump of the hydraulic brake device and controlling the hydraulic control valve to generate a control hydraulic braking force based on the control hydraulic pressure on the wheel. Thus, the shortage of the regenerative braking force due to the fluctuation detected by the fluctuation detecting means is compensated. Therefore, the braking force required by the driver can be stably applied with a simple configuration regardless of the change in regenerative braking.

  In the invention according to Claim 13 configured as described above, in Claim 12, the target regenerative braking force calculating means calculates the target regenerative braking force of the regenerative braking device based on the brake operation state, and the actual regenerative braking force is calculated. The input means inputs the actual regenerative braking force actually applied to the wheel by the regenerative braking device with respect to the target regenerative braking force calculated by the target regenerative braking force calculating means, and the difference calculating means calculates the target regenerative braking force. A difference between the target regenerative braking force calculated by the means and the actual regenerative braking force input by the actual regenerative braking input means is calculated, and the determining means regenerates if the difference calculated by the difference calculating means is greater than a predetermined value. It detects that the braking force has fluctuated. Thereby, the fluctuation | variation of regenerative braking force is reliably detectable by a fluctuation | variation detection means.

  In the invention according to claim 14 configured as described above, in claim 12, the target regenerative braking force calculation means calculates the target regenerative braking force of the regenerative braking device based on the brake operation state, and the actual regenerative braking force is calculated. The input means inputs the actual regenerative braking force actually applied to the wheel by the regenerative braking device with respect to the target regenerative braking force calculated by the target regenerative braking force calculating means, and the difference calculating means calculates the target regenerative braking force. The difference between the target regenerative braking force calculated by the means and the actual regenerative braking force input by the actual regenerative braking input means is calculated, and the control means becomes a braking force corresponding to the difference calculated by the difference calculating means. Then, a control hydraulic pressure is formed. Thereby, the braking force compensation means can accurately compensate the braking force.

  In the invention according to claim 15 configured as described above, a basic hydraulic pressure corresponding to a brake operation is generated in a master cylinder, and the generated basic hydraulic pressure is transmitted through the master cylinder and a hydraulic control valve. A wheel corresponding to the wheel cylinder that is applied to the wheel cylinder of each wheel connected by a path to generate a basic hydraulic braking force on each wheel and to apply a control hydraulic pressure formed by driving a pump to the wheel cylinder. A hydraulic brake control program for causing a computer to execute a function of controlling a hydraulic brake device capable of generating a controlled hydraulic braking force, and for generating a regenerative braking force corresponding to the state of brake operation on any of the wheels. Fluctuation detection function that detects the fluctuation of the regenerative braking force actually generated by the brake device with respect to the regenerative braking force, and fluctuation detection When fluctuation is detected at the stage, the control hydraulic pressure is generated by driving the pump of the hydraulic brake device and controlling the hydraulic control valve, and generating the control hydraulic braking force based on the control hydraulic pressure on the wheel And a braking force compensation function that compensates for the shortage of the regenerative braking force due to the fluctuation detected by the fluctuation detecting means, so that if there is a fluctuation in the regenerative braking force, regardless of the change in the regenerative braking, The braking force required by the driver can be stably applied.

  In the invention according to claim 16 configured as described above, the pump of the hydraulic brake device is driven based on the brake operation, and the hydraulic pressure control valve is controlled when the fluctuation is detected by the fluctuation detecting means. Braking force compensation means for forming a control hydraulic pressure by generating a control hydraulic pressure braking force based on the control hydraulic pressure on the wheel and compensating for a lack of regenerative braking force due to fluctuation detected by the fluctuation detection means. As a result, it is possible to prevent the driver from feeling that the brake pedal has been sucked at the start of pump driving, and to improve the brake feeling.

  In the invention according to claim 17 configured as described above, in claim 16, the drive of the pump is stopped when the brake operation is stopped, so that the behavior of the brake pedal accompanying the stop of the drive of the pump is reduced. Will not be transmitted to the brakes and will not interfere with the brake feeling.

  In the invention according to claim 18 configured as described above, in claim 16, when the vehicle is stopped, the drive of the pump is stopped even during a brake operation by stopping the pump. Therefore, battery consumption can be suppressed and battery efficiency can be improved.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle brake device according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle brake device is configured to be applied to a front wheel drive electric vehicle, and includes a hydraulic brake device 11, a regenerative brake device 12, and both of these devices 11 and 12. The ECU 13 includes a brake ECU 13 that performs cooperative control, and a hybrid ECU 15 that controls a motor 14 that is a drive source of the electric vehicle via an inverter 16 in accordance with a request value from the brake ECU 13.

  The hydraulic brake device 11 increases the brake operation force generated by the brake operation, that is, the depression operation of the brake pedal 20 by the vacuum booster 27 as a booster device, and generates the basic hydraulic pressure generated according to the force by the wheel cylinder of each wheel. 30 to apply a basic hydraulic braking force to each of the wheels 23, and to apply to the wheel cylinder 30 a control hydraulic pressure formed while driving the pump 38 regardless of the brake operation. A control hydraulic braking force can be applied to the wheel 23. The regenerative braking device 12 generates a regenerative braking force corresponding to a brake operation state detected by a hydraulic pressure sensor (master cylinder pressure sensor) 29 which is a brake operation state detection means for detecting a brake operation state. It is generated on the wheel 23 by a motor 22 to be driven.

  As shown in FIG. 2, the hydraulic brake device 11 has substantially the same configuration in which a braking force is applied to the left and right front wheels 23 fl and 23 fr and the left and right rear wheels 23 rl and 23 rr when the driver steps on the brake pedal 20. A front wheel brake system 24f and a rear wheel brake system 24r are provided separately. In FIG. 2, the components constituting the front wheel and rear wheel brake systems 24f and 24r have the same configuration and operation. Therefore, the corresponding numerals are added to the same arithmetic numerals with Roman letters f and r, respectively. A reference symbol is assigned to distinguish between the front and rear. Furthermore, the same component parts in the left and right wheels are distinguished from each other by adding l and r after Roman letters f and r that distinguish the front and rear wheels. In the specification, when components are shown without distinction between front, back, left, and right, only the corresponding arithmetic numbers are given as reference numbers.

  Reference numeral 25 denotes a dual-type master cylinder. When the brake pedal 20 is depressed, the brake fluid having a hydraulic pressure corresponding to the pedal depression force is sent from the hydraulic chambers 25f and 25r to the pipes (oil paths) 26f and 26r. Reference numeral 27 denotes a vacuum booster as a booster interposed between an actuating rod axially moved by the brake pedal 20 and a piston rod of the master cylinder 25, and applies the intake negative pressure of the engine to the diaphragm. The pedal depression force acting on the brake pedal 20 is boosted (increased). Reference numeral 28 denotes a reservoir for storing brake fluid, which replenishes the master cylinder 25 with brake fluid.

  The master cylinder 25 generates a base hydraulic pressure corresponding to the force increased by the vacuum booster 27. The basic hydraulic pressure delivered from the master cylinder 25 is supplied to the left and right wheel cylinders 30fl, 30fr, 30rl, and 30rr through the pipelines 26f and 26r, respectively, whereby the friction member of the brake means 31 is operated and the left and right wheel cylinders are operated. A basic hydraulic braking force is applied to the front wheels 23fl and 23fr and the left and right rear wheels 23rl and 23rr. The brake means 31 includes a disc brake, a drum brake, and the like, and friction members such as a brake pad and a brake shoe restrict the rotation of a disc rotor integrated with the wheel, a brake drum, etc., thereby applying a braking force to the wheel. .

  For each of the front and rear brake systems 24f and 24r, there are provided solenoid hydraulic pressure proportional control valves 32f and 32r serving as hydraulic pressure control valves as braking force compensating means, and the inlet ports thereof are connected to the master via pipes 26f and 26r. The cylinders 25 are connected to hydraulic chambers 25f and 25r, respectively. The solenoid hydraulic pressure proportional control valve 32 controls the pressure so that the hydraulic pressure at the outlet port is higher than the hydraulic pressure at the inlet port by zero according to the control current applied to the linear solenoid 33. In the case of normal control, the solenoid hydraulic pressure proportional control valve 32 is shifted to the open position by the biasing of the linear solenoid 33, and the inlet port and the outlet port are directly connected. A check valve that allows liquid flow from the inlet port to the outlet port is connected between the inlet port and the outlet port of the solenoid hydraulic pressure proportional control valves 32f and 32r.

  A hydraulic pressure sensor 29 is connected to the pipeline 26f between the hydraulic pressure chamber 25f and the solenoid hydraulic pressure proportional control valve 32f, and the hydraulic pressure sensor 29 detects the hydraulic pressure (master cylinder pressure) sent from the master cylinder 25. And transmitted to the brake ECU 13. Since the master cylinder pressure represents the brake operation state, it serves as a brake operation state detection means.

  The pipelines 26f and 26r connected to the outlet ports of the solenoid hydraulic pressure proportional control valves 32f and 32r are branched to solenoid valves on the left and right front wheel cylinders 30fl and 30fr and the left and right rear wheel cylinders 30rl and 30rr. They are connected via 34fl, 34fr and 34rl, 34rr, respectively. A check valve that allows liquid flow from the outlet port side to the inlet port side is connected between each inlet port and outlet port of the solenoid opening / closing valve 34fl, 34fr, 34rl, 34rr. Solenoid on-off valves 36fl, 36fr and 36rl, 36rr are connected between the outlet ports of the solenoid on-off valves 34fl, 34fr and 34rl, 34rr and the reservoirs 35f and 35r, respectively. The reservoirs 35f and 35r are configured such that a piston urged by a compression spring is slidably liquid-tightly accommodated in a bottomed casing. The solenoid opening / closing valves 34 and 36 constitute an ABS control valve 37 for increasing, maintaining and reducing the pressure in the wheel cylinder 30.

  Hydraulic pressure sensors 40f and 40r are connected downstream of the ABS control valves 37f and 37r of the front and rear wheel brake systems 24f and 24r, respectively. The existing brake actuator 48 is configured by packaging a solenoid hydraulic pressure proportional control valve 32, ABS control valves 37f and 37r, a reservoir 35, a hydraulic pump 38, a motor 39, etc. in one case. Since 40f and 40r are respectively connected downstream of the ABS control valves 37f and 37r of the respective systems 24f and 24r, the pipes connecting the outports of the ABS control valves 37f and 37r to the wheel cylinders 30fr and 30rl are connected to the wheel cylinders 30fr and 30rl. The hydraulic sensors 40f and 40r can be connected easily and at low cost without changing the versatile brake actuator 48. In this case, since the cooperative control between the hydraulic brake device 11 and the regenerative brake device 12 is not performed simultaneously with the antilock brake control, the ABS control valves 37f and 37r are not opened and closed during the emphasis control. The solenoid hydraulic pressure proportional control valves 32f and 32r are feedback-controlled based on the detection signals of the hydraulic pressure sensors 40f and 40r connected in close proximity to the wheel cylinders 30fr and 30rl downstream of the ABS control valves 37f and 37r, and the necessary liquid The pressure can be accurately supplied to the wheel cylinders 30f and 30r. Although the effect of simply connecting the hydraulic pressure sensors 40f and 40r without changing the versatile brake actuator 48 cannot be expected, the hydraulic pressure sensors 40f and 40r are controlled by the solenoid hydraulic pressure proportional control valves 32f and 32r. And ABS control valves 37f and 37r, respectively.

  Pumps 38 f and 38 r that are hydraulic pressure generators are driven by a motor 39. Each discharge port of the pump 38 is connected to an outlet port of the solenoid hydraulic pressure proportional control valves 32f and 32r and an inlet port of the ABS control valves 37f and 37r via check valves 41f and 41r for blocking liquid flow to the discharge port. Connected between. Each suction port of the pump 38 is connected to the inlet ports of the solenoid hydraulic pressure proportional control valves 32f and 32r via solenoid on / off valves 46f and 46r, and the outlets of the solenoid on / off valves 36f and 36r of the ABS control valves 37f and 37r. It is also connected between the port and the reservoirs 35f and 35r. 42f and 42r are dampers for absorbing hydraulic pressure pulsations discharged from the pumps 38f and 38r.

  The above-described pump 38, motor 39, solenoid hydraulic pressure proportional control valve 32, etc. adjust the hydraulic pressure supplied from the hydraulic pressure generator to the wheel cylinder 30 by the hydraulic pressure control valve according to the running state of the vehicle. A control hydraulic braking force applying device 43 that applies a control hydraulic braking force to the wheel 23 by generating a pressure and applying the control hydraulic pressure to the wheel cylinder 30 is configured. The control hydraulic braking force applying device 43 has solenoid hydraulic pressure proportional control valves 32f and 32r that are hydraulic control valves for each of a plurality of separated systems, and the control fluid formed by the hydraulic control valves 32f and 32r. Pressure is supplied to each wheel cylinder 30f, 30r. This hydraulic pressure control valve 32 is detected by fluctuation detecting means (described later) by generating a control hydraulic pressure while driving the pump 38 of the hydraulic brake device 11 and applying a control hydraulic braking force to the wheel 23. The braking force compensation means compensates for a lack of braking force due to fluctuations in the regenerative braking force. The braking force compensation means is preferably provided in both the front and rear wheel systems of a vehicle having a front and rear system brake system, and is preferably pressure-controlled so as to achieve an ideal braking force distribution.

  The hydraulic brake device 11 includes a booster 27 that increases pedaling force, a master cylinder 25 that generates a basic hydraulic pressure corresponding to the increased force, and a basic hydraulic pressure of the master cylinder 25 that is supplied to the wheel cylinder 30. The brake means 31 for applying a basic hydraulic braking force to the wheel 23 and the hydraulic pressure supplied from the pump 38 to the wheel cylinder 30 are controlled by the solenoid hydraulic pressure proportional control valve 32 according to the running state of the vehicle. It comprises a control hydraulic braking force applying device 43 that generates a controlled braking force. In addition, the brake actuator 48 is configured by packaging the range surrounded by the two-dot broken line in FIG. 2 into one case, such as the control hydraulic braking force applying device 43, the ABS control valve 37, the reservoir 35, and the like described above. This brake actuator 48 is an existing one.

  The hydraulic brake device 11 described above can execute traction control, brake assist control, slope start control, active cruise control, and the like as described below. When the slip amount of the drive wheel (the front wheel 23f in this embodiment) exceeds a predetermined value and increases, the traction control supplies the hydraulic pressure from the pressure generator to the wheel cylinder of the drive wheel, Controlled by the hydraulic pressure control valve according to the slip amount. When the slip amount exceeds a predetermined value and does not increase, the pressure generator is stopped, and the wheel cylinder of the drive wheel is controlled by the hydraulic pressure control valve according to the slip amount. When the slip amount is less than a predetermined value, the wheel cylinder of the drive wheel is connected to the reservoir, thereby causing the brake means to apply a hydraulic braking force according to the slip amount to the wheel. .

  The brake assist control supplies hydraulic pressure from the pressure generator to the wheel cylinder of the drive wheel when the brake is applied urgently or when a strong braking force is generated, and this hydraulic pressure is supplied from the master cylinder. In this control, the hydraulic pressure is controlled to a hydraulic pressure higher than the hydraulic pressure by the hydraulic pressure control valve, thereby applying a large hydraulic braking force to the wheel.

  In the slope start control, when starting on a slope, the hydraulic pressure is supplied from the pressure generator to the wheel cylinder of the drive wheel, and this hydraulic pressure is controlled to the stop holding hydraulic pressure by the hydraulic pressure control valve, thereby the vehicle is used as a brake means. Is a control that applies a hydraulic braking force to the wheels to stop and hold the vehicle on a slope.

  In active cruise control, in order to keep the inter-vehicle distance above a predetermined value, the hydraulic pressure is supplied from the pressure generator to the wheel cylinder of the drive wheel, and this hydraulic pressure is controlled by the hydraulic control valve, and the inter-vehicle distance is below the predetermined value. Then, the brake means automatically applies a hydraulic braking force to the wheels.

  The vehicle brake device is connected to a hydraulic pressure sensor 29, a solenoid hydraulic pressure proportional control valve 32, solenoid on / off valves 34, 36, 46, a motor 39, and a wheel speed sensor 47 that detects the wheel speed of each wheel 23. A brake ECU (electronic control unit) 13 is provided. The brake ECU 13 is a control fluid that is applied to the wheel cylinders WC1 to WC4 by performing switching control or energizing current control of the valves 34, 36, and 46 of the hydraulic brake device 11 based on detection by these sensors and the state of the shift switch. The pressure, that is, the control hydraulic braking force applied to each wheel FL, FR, RL, RR is controlled.

  Further, the brake ECU 13 is connected to the hybrid ECU 15 so as to be communicable with each other, and performs cooperative control of the regenerative brake and the hydraulic brake performed by the motor 14 so that the total braking force of the vehicle is equivalent to that of the vehicle having only the hydraulic brake. . Specifically, in response to the driver's braking request, that is, the braking operation state, the brake ECU 13 sends the regenerative request value that is a share of the regenerative braking device out of the total braking force to the hybrid ECU 15. Output as braking force. The hybrid ECU 15 derives an actual regenerative execution value that is actually acted as a regenerative brake in consideration of the vehicle speed, the battery charge state, and the like based on the input regenerative request value (target regenerative braking force), and a regenerative operation corresponding to the actual regenerative execution value. The motor 12 is controlled via the inverter 16 so as to generate a braking force, and the derived actual regeneration execution value is output to the brake ECU 43.

  Further, the brake ECU 13 stores the basic hydraulic braking force applied by the brake means 31 to the wheel 23 when the basic hydraulic pressure is supplied to the wheel cylinder 30 as a map, a table, or an arithmetic expression in a memory. In addition, the brake ECU 13 stores a target regenerative braking force to be applied to the wheel 23 according to the brake operation state by the master cylinder pressure in a memory in advance as a map, a table, or an arithmetic expression. The brake ECU 13 stores a cooperative control program (vehicle brake control program) shown in FIG.

  The regenerative braking device 12 includes a motor 14 that drives the front wheels 23f, an inverter 16 that is electrically connected to the motor 14, a battery 18 that is a DC power source that is electrically connected to the inverter 16, and the like. Yes. The inverter 16 converts the DC power of the battery 18 into AC power according to a control signal supplied from the hybrid ECU 15 and supplies the AC power to the motor 14. The inverter 16 converts AC power generated by the motor 14 into DC power and converts the battery 18 into DC power. Is to charge.

  The hybrid ECU 15 is connected so that the inverters 16 can communicate with each other. The hybrid ECU 15 is also connected to an accelerator sensor that is assembled to an accelerator pedal and detects the accelerator opening of the vehicle, and receives an accelerator opening signal from the accelerator sensor. Furthermore, the hybrid ECU 15 is connected to a rotation sensor 22 that is built in the motor 14 and detects the rotation speed of the motor 14, and inputs the rotation speed. The hybrid ECU 15 derives necessary motor torque from an accelerator opening (described later) and a shift position (calculated from a shift position signal input from a shift position sensor (not shown)), and the inverter 16 according to the derived motor torque request value. Through which the motor 14 is controlled. Further, the hybrid ECU 15 monitors the charging state, charging current, and the like of the battery 18.

  Next, the operation of the vehicle brake device configured as described above will be described with reference to the flowchart of FIG. The brake ECU 13 executes a program corresponding to the above flowchart every predetermined short time when, for example, an ignition switch (not shown) of the vehicle is in an on state. The brake ECU 13 inputs the master cylinder pressure, which is the operation state of the brake pedal 20, from the hydraulic pressure sensor 29 (step 102), and calculates a target regenerative braking force according to the input master cylinder pressure (step 104: target regenerative braking). Power calculation means). At this time, the brake ECU 13 uses a map, a table, or an arithmetic expression indicating the relationship between the master cylinder pressure stored in advance, that is, the brake operation state and the target regenerative braking force applied to the wheel 23.

  If the target regenerative braking force is greater than 0, the target regenerative braking force calculated in step 104 is output to the hybrid ECU 15 and the control hydraulic braking force applying device 43 is not controlled (steps 106 and 108). . Therefore, when the brake pedal 20 is depressed, the hydraulic brake device 11 applies only the basic hydraulic braking force (static pressure brake) to the wheels 23f and 23r as in the case described above. Further, the hybrid ECU 15 inputs a regenerative request value indicating a target regenerative braking force, and controls the motor 12 via the inverter 16 so as to generate the regenerative braking force in consideration of the vehicle speed, the battery charge state, etc. based on the value. While controlling, the actual regeneration execution value is output to brake ECU43. Therefore, when the brake operation is performed and the target regenerative braking force is greater than 0, the wheel 23 is applied with the regenerative braking force added to the basic hydraulic braking force. In this way, the regenerative cooperative control is executed. At this time, the basic hydraulic braking force and the regenerative braking force depend on the brake operation force, and an example thereof is shown in FIG. FIG. 4 shows a correlation between the brake operation force during the regenerative cooperative control and the vehicle deceleration indicating the sum of the basic hydraulic braking force and the regenerative braking force.

  The brake ECU 13 detects fluctuations in the regenerative braking force actually generated by the regenerative brake device 12 (steps 110 to 114). Specifically, the brake ECU 13 inputs an actual regenerative execution value indicating the actual regenerative braking force actually applied to the wheel 23 by the regenerative brake device 12 with respect to the target regenerative braking force calculated in step 104 (step 110: actual regenerative braking force input means), the difference between the target regenerative braking force calculated in step 104 and the actual regenerative braking force input in step 110 is calculated (step 112: difference calculating means), and this calculation is performed. If the difference is larger than the predetermined value a, it is detected that the regenerative braking force has fluctuated (step 114: determination means). Note that the processing in steps 104 and 110 to 114 constitutes fluctuation detection means (as a process (method)) that detects fluctuations in the regenerative braking force actually generated by the regenerative braking device 12. Further, the variation detection means as the device is a brake ECU 13.

  When the brake ECU 13 detects the change in the regenerative braking force, the brake ECU 13 determines YES in step 114, forms the control hydraulic pressure while driving the pump 38 of the hydraulic brake device 11, and controls the wheel 23 with the control hydraulic braking force. Is applied to compensate for a shortage of braking force due to fluctuations in the regenerative braking force detected by the fluctuation detecting means (step 116). Specifically, the brake ECU 13 calculates the hydraulic pressure corresponding to the difference between the target power calculated in step 104 and the actual regenerative braking force input in step 110, that is, the difference calculated in step 112. The control hydraulic pressure formed by the control hydraulic braking force applying device 43 is controlled so that The brake ECU 13 activates the motor 39 to drive the pump 38, and the linear solenoid 33 of the solenoid hydraulic pressure proportional control valve 32 so that the hydraulic pressure of the brake fluid supplied from the pump 38 to the wheel cylinder 30 becomes the control hydraulic pressure. Apply current to At this time, the linear solenoid 33 is more preferably feedback controlled so that the hydraulic pressure of the wheel cylinder 30 detected by the hydraulic pressure sensor 40 becomes the control hydraulic pressure. Thereby, the hydraulic pressure is supplied from the pump 38 to the wheel cylinder 30, and this hydraulic pressure is controlled to the control hydraulic pressure by the solenoid hydraulic pressure proportional control valve 32, and the hydraulic brake device 11 performs the target regenerative braking force and the effective regenerative braking. A control hydraulic braking force that is a difference from the power is applied to the wheel 23. An example of the control hydraulic pressure control is shown in FIG. FIG. 5 shows the correlation between time and vehicle deceleration when the regenerative braking force varies. The control hydraulic braking force supplements the portion where the regenerative braking force is reduced, that is, the portion where the regenerative braking force is reduced with respect to the target regenerative braking force.

  On the other hand, if the brake ECU 13 does not detect a change in the regenerative braking force, the brake ECU 13 determines NO in step 114 and stops the control of the control hydraulic braking force applying device 43 (step 120).

  As is apparent from the above description, regenerative cooperative control can be performed by combining the hydraulic brake device 11 and the regenerative brake device 12 that exist in the past. Therefore, it is possible to provide a vehicle brake device that can perform regenerative cooperative control with a simple configuration and at a low cost. Further, when there is a change in the regenerative braking force, the brake ECU 13 detects a change of the regenerative braking force actually generated by the regenerative braking device 12 with respect to the regenerative braking force. The pump 38 of the brake device 11 is driven and the hydraulic control valve 32 is controlled to form a control hydraulic pressure, and a control hydraulic braking force based on the control hydraulic pressure is generated on the wheel, and the regeneration due to the detected fluctuation is generated. Compensate for insufficient braking force. Therefore, since the hydraulic control valve, which is a pressure regulating means constituting the existing hydraulic brake device 11, is used as the braking force compensation means, the driver's request can be obtained with a simple configuration regardless of changes in regenerative braking. The braking force to be applied can be stably applied.

  In the hydraulic brake device 11, a booster device 27 that increases a brake operation is connected to the master cylinder 25, and the master cylinder 25 generates a basic hydraulic pressure corresponding to the force increased by the booster device 27. Therefore, it is possible to use a reliable and inexpensive hydraulic brake device that has been widely used. Moreover, the booster 27 can be made into a simple structure by being a negative pressure type booster.

  Furthermore, in the present embodiment, the regenerative braking force in FIG. 4 is defined in accordance with, for example, the maximum regenerative capability according to the generation capability of the regenerative braking device 12. That is, if the load ratio of the regenerative braking force is too high, the load of the pump 38 of the control hydraulic braking force applying device 43 becomes large when realizing the target braking force, the brake feeling is deteriorated, and the load ratio of the regenerative braking force is reduced. If it is low, it cannot be used even though there is a margin of regenerative braking force, and the regenerative efficiency deteriorates. On the other hand, according to the regenerative braking force generation capability of the regenerative braking device 12 as described above, for example, by defining the burden ratio of the regenerative braking force corresponding to the maximum regenerative capability, the regenerative efficiency can be improved and the pump Since the burden of 38 can be reduced, the brake feeling can be improved. In addition, when the regenerative capability differs depending on the vehicle type, the above-described effects can be achieved in each vehicle type by adapting the load ratio of the regenerative braking force according to the regenerative capability of each vehicle type.

  Further, even in a vehicle having a front and rear system brake system, regenerative cooperative control can be performed by combining a conventional hydraulic brake device and a regenerative brake device. Therefore, it is possible to provide a vehicle brake device that can perform regenerative cooperative control with a simple configuration and at a low cost. The brake ECU 13 detects a fluctuation of the regenerative braking force actually generated by the regenerative braking device 12 with respect to the regenerative braking force, defines a predetermined front / rear braking force distribution in the front / rear system, and controls the braking generated in each wheel of the front / rear system. When the power is detected and the detected braking force is insufficient with respect to the specified front-rear braking force distribution, the control hydraulic pressure is controlled by driving the pump 38 of the hydraulic brake device 11 and controlling the hydraulic control valve 32. And generating a control hydraulic braking force based on the same control hydraulic pressure on the wheel to compensate for the shortage of the front-rear braking force distribution. Therefore, with a simple configuration, the braking force required by the driver can be stably applied to both the front and rear systems regardless of changes in regenerative braking. Further, by controlling the hydraulic control valves 32 provided in both the front and rear systems of a vehicle having a front and rear system brake system, the braking force of both the front and rear systems can be controlled independently and reliably.

  At this time, the front / rear braking force distribution defining means defines a predetermined front / rear braking force distribution in the front / rear system based on the ideal braking force distribution curve f1 shown in FIG. The braking force detection means detects the braking force generated at each wheel of the front and rear systems. When the front / rear braking force distribution compensation means is insufficient with respect to the specified front / rear braking force distribution, the hydraulic brake device pump is driven and the hydraulic pressure control valve is controlled. As a result, a control hydraulic pressure is formed, and a control hydraulic braking force based on the control hydraulic pressure is generated in the wheel to compensate for a shortage of the front-rear braking force distribution.

  Specifically, the braking forces of the front wheels and the rear wheels are controlled so as to obtain an ideal braking force distribution curve f1 as shown in FIG. At this time, in the above-described embodiment, since the regenerative braking force can be applied only to the front wheels, the front wheel braking force is the sum of the hydraulic braking force (basic hydraulic braking force + control hydraulic braking force) and the regenerative braking force. Only the hydraulic braking force (basic hydraulic braking force + control hydraulic braking force) is applied as the rear wheel braking force. If the braking force of the front wheels and the rear wheels is insufficient for the braking force based on the ideal braking force distribution curve f1, the shortage may be compensated by the control hydraulic braking force. According to this, the stability of the vehicle can be maintained higher during braking.

  Further, the front / rear braking force distribution compensating means can maintain the stability of the vehicle at the time of braking higher by compensating for the shortage with respect to the front / rear braking force distribution when a fluctuation is detected by the fluctuation detecting means.

  Further, the hydraulic pressure sensor 40 is disposed downstream of the hydraulic pressure control valve 32, and the braking force compensation means or the front / rear braking force distribution compensation means controls the hydraulic pressure control valve 32 based on the output of the hydraulic pressure sensor 40. Thus, since the hydraulic pressure control valve 32 is feedback controlled based on the detection signal of the hydraulic pressure sensor 40 and the control hydraulic pressure is supplied to the wheel cylinder 30, the control hydraulic pressure supplied to the wheel cylinder 30 does not vary. A feeling of good deceleration can be obtained.

  Further, the hydraulic control valve 32 is provided for each of a plurality of separated systems, and the hydraulic pressure sensor 40 is arranged downstream of each hydraulic control valve 32 of the system, so that the hydraulic control valve of each system is provided. Since the hydraulic pressure control valve 32 is feedback-controlled based on the detection signal of the hydraulic pressure sensor 40 connected downstream of the hydraulic pressure sensor 32 and the control hydraulic pressure is supplied from the control braking force applying device 43 to each wheel cylinder 30. Thus, it is possible to accurately supply the control hydraulic pressure to each wheel and to apply an appropriate control hydraulic braking force to each wheel.

  Further, in the brake ECU 13, if there is a change in the regenerative braking force, steps 104, 110 to 114 detect a change in the regenerative braking force actually generated by the regenerative braking device 12, and step 116 When a change is detected in steps 104, 110 to 114, a control hydraulic pressure is formed by driving the pump 38 of the hydraulic brake device 11 and controlling the hydraulic control valve 32, and the control hydraulic pressure is applied to the wheels. The control hydraulic pressure braking force based on the above is generated to compensate for the shortage of the regenerative braking force due to the fluctuations detected in steps 104, 110-114. Therefore, the braking force required by the driver can be stably applied with a simple configuration regardless of the change in regenerative braking.

  Further, step 104 calculates a target regenerative braking force of the regenerative braking device 12 based on the brake operation, and step 110 actually sets the wheel 23 with respect to the target regenerative braking force calculated by step 104. Step 112 calculates the difference between the target regenerative braking force calculated in Step 104 and the actual regenerative braking force input in Step 110, and Step 114 calculates in Step 112. If the calculated difference is larger than the predetermined value a, it is detected that the regenerative braking force has fluctuated. Thereby, the fluctuation | variation of regenerative braking force is reliably detectable by step 104 and 110-114 which is a fluctuation | variation detection means.

  Step 104 calculates the target regenerative braking force of the regenerative braking device 12 based on the brake operation, and Step 110 actually applies the regenerative braking device 12 to the wheels with respect to the target regenerative braking force calculated in Step 104. The applied actual regenerative braking force is input, step 112 calculates the difference between the target regenerative braking force calculated in step 104 and the actual regenerative braking force input in step 110, and step 116 is calculated in step 112. The control hydraulic pressure of the hydraulic brake device 11 is controlled so as to obtain a braking force corresponding to the difference. As a result, the steps 104 and 110, 112, and 116, which are braking force compensation means, can accurately compensate the braking force.

  In addition, a change detection step (steps 104 and 110 to 114) for detecting a change in the regenerative braking force actually generated by the regenerative brake device 12 is sent to the brake ECU 13, which is a computer that controls the hydraulic brake device 11, and the change. A braking force compensation step (step 104) for compensating for a shortage of the braking force due to the fluctuation of the regenerative braking force detected by the detection step by a control hydraulic braking force by a control hydraulic pressure formed while driving the pump 38 of the hydraulic brake device 11. And 110, 112, 116), the braking force requested by the driver can be stabilized regardless of the change in the regenerative braking when the regenerative braking force varies. Can be granted.

  In the embodiment described above, the brake stroke sensor 51 that detects the stroke amount of the brake pedal may be employed as the brake operation state detection means. In this case, the brake operation state is a stroke amount.

  Further, in the above embodiment, when the regenerative braking force (the regenerative portion in FIG. 7) decreases as the vehicle speed decreases during regenerative coordination, the total braking force of the vehicle decreases, and finally the basis In some cases, only the hydraulic braking force (the VB oil pressure portion in FIG. 7) can be obtained. In this case, the present invention is applied to apply a control hydraulic braking force in place of the regenerative braking force (the ESC pressurization portion in FIG. 7), thereby compensating for the decrease in the regenerative braking force to achieve the total braking force. Can be kept constant. Applying the control hydraulic pressure braking force instead of the regenerative braking force in this way is referred to as switching between the regenerative braking force and the control hydraulic pressure braking force.

  In FIG. 7, in the period T1 in which this replacement occurs, the total braking force is constant and does not change, but the brake pedal 20 is sucked in greatly due to the application of the control hydraulic pressure by the operation of the pump 38, and the driver feels strange. There was a fear. In order to prevent this, as shown in FIGS. 8 and 9, it is preferable to perform control to reduce the total braking force, that is, the control hydraulic braking force, during the period from the start of replacement to the time when the vehicle stops. According to this, since the control hydraulic braking force to be generated in the replacement period can be reduced as compared with the above-described case (shown in FIG. 7), the driver does not feel the amount of the brake pedal 20 sucked in. Therefore, the amount of change in the vehicle deceleration can also be suppressed to the extent that the driver does not feel it.

Specifically, if the gradient of the regenerative braking force is set so as to achieve the predetermined condition shown below, and the control hydraulic braking force is set accordingly, the driver does not feel uncomfortable.
(Predetermined conditions)
1. 1. The replacement vehicle speed range where the above-described replacement is performed is equal to or less than a predetermined speed. 2. The amount of brake pedal movement is less than the specified value. 3. Brake pedal moving speed is below a predetermined value. The rate of change in vehicle deceleration is below a predetermined value. In this case, when the vehicle speed reaches the predetermined speed V1, the regenerative braking force starts decreasing, and when the vehicle speed further decreases and reaches the predetermined speed V2, the regenerative braking is stopped. That is, when the predetermined speed V1 is reached, the switching control is started, and when the predetermined speed V2 is reached, the switching control is stopped. 2. ~ 3. In the same way, the switching control is executed. However, 2. And 3. Is controlled based on the amount of change of the master cylinder pressure sensor 29. Is controlled based on the change amount of the sum of the wheel cylinder pressure and the regenerative braking force. The replacement control is controlled by the brake ECU 13.

  The second embodiment shown in FIG. 10 is different from the first embodiment in that the pump drive control start timing is performed simultaneously with the start of the brake operation, but the hydraulic brake device shown in FIG. Since the hydraulic configuration is the same, the flowchart of the second embodiment will be described with reference to FIG.

  In FIG. 10, the brake ECU 13 executes a program corresponding to the above flowchart every predetermined short time when, for example, an ignition switch (not shown) of the vehicle is in an on state. The brake ECU 13 inputs the master cylinder pressure, which is the operation state of the brake pedal 20, from the hydraulic pressure sensor 29 (step 202). Next, in step 204, it is determined whether or not a brake operation has been performed. In the case of YES, it is further determined in step 206 whether or not the vehicle is stopped. If there is a brake operation and the vehicle is not stopped, in step 208, the pump drive ON is commanded, whereby the brake ECU 13 starts the motor 39 and drives the pump 38. On the other hand, if there is no brake operation or the vehicle is stopped, in step 210, the pump drive OFF is commanded, the pump 38 is maintained in the stopped state, and the program is returned.

  Even when the pump 38 is driven, the solenoid hydraulic pressure proportional control valve 32 is fully opened, and the solenoid on / off valve 46 is opened simultaneously with the driving of the pump 38, so that the brake fluid discharged from the pump 38 is Only the solenoid hydraulic pressure proportional control valve 32, the solenoid on-off valve 46, and the pump 38 are circulated, and the hydraulic pressure acting on the wheel cylinder 30 is not affected by the driving of the pump 38, and the master cylinder 25 is generated. Maintained at basal fluid pressure.

  After the pump drive is turned on in step 208, the process proceeds to step 214 (target regenerative braking force calculating means). In step 214, the target regenerative braking force corresponding to the master cylinder pressure input in step 202 is calculated. In this calculation, the brake ECU 13 uses a map, a table, or an arithmetic expression indicating the relationship between the master cylinder pressure stored in advance, that is, the brake operation state, and the target regenerative braking force applied to the wheel 23.

  In step 216, it is determined whether or not the calculated target regenerative braking force is greater than 0. If the calculated target regenerative braking force is greater than 0, the calculated target regenerative braking force is output to the hybrid ECU 15 and the control hydraulic braking force applying device 43 is also output. Control is not performed (step 218). Therefore, when the brake pedal 20 is depressed, the hydraulic brake device 11 applies only the basic hydraulic braking force (static pressure brake) to the wheels 23f and 23r as in the case described above. Further, the hybrid ECU 15 inputs a regenerative request value indicating a target regenerative braking force, and controls the motor 12 via the inverter 16 so as to generate the regenerative braking force in consideration of the vehicle speed, the battery charge state, etc. based on the value. While controlling, the actual regeneration execution value is output to brake ECU43. Therefore, when the brake operation is performed and the target regenerative braking force is greater than 0, the wheel 23 is applied with the regenerative braking force added to the basic hydraulic braking force.

  The brake ECU 13 detects fluctuations in the regenerative braking force actually generated by the regenerative brake device 12. Specifically, the brake ECU 13 inputs an actual regenerative execution value indicating the actual regenerative braking force actually applied to the wheel 23 by the regenerative braking device 12 with respect to the target regenerative braking force calculated in step 214 (step 220: actual regenerative braking force input means), the difference between the target regenerative braking force calculated in step 214 and the actual regenerative braking force input in step 220 is calculated (step 222: difference calculating means). It is determined in step 224 (determination means) whether or not the difference is greater than a predetermined value a. When the calculated difference is larger than the predetermined value a, if the fluctuation of the regenerative braking force is detected, the determination result in step 224 becomes YES, and the solenoid fluid of the hydraulic brake device 11 is determined according to the calculated difference. The pressure proportional control valve 32 is controlled to compensate for insufficient braking force due to fluctuations in the automatic pressurizing regenerative braking force (step 226).

  Specifically, the brake ECU 13 sets the liquid corresponding to the difference between the target regenerative braking force calculated in step 214 and the actual regenerative braking force input in step 220, that is, the difference calculated in step 222. A current is applied to the linear solenoid 33 of the solenoid hydraulic pressure proportional control valve 32 so that the pressure becomes equal. At this time, the linear solenoid 33 is more preferably feedback controlled so that the hydraulic pressure of the wheel cylinder 30 detected by the hydraulic pressure sensor 40 becomes the control hydraulic pressure.

  By controlling the solenoid hydraulic pressure proportional control valve 32, the hydraulic pressure supplied to the wheel cylinder 30 from the pump 38 that is already driven when the brake is operated is controlled according to the difference between the target regenerative braking force and the actual regenerative braking force. Under the control of the hydraulic pressure, the hydraulic brake device 11 applies a controlled hydraulic braking force, which is a difference between the target regenerative braking force and the effective regenerative braking force, to the wheel 23.

  In the second embodiment, since the driving of the pump 38 is started at the time of the brake operation, the brake pedal 20 accompanying the driving of the pump 38 to the driver while the brake pedal 20 is being depressed. This makes it possible to prevent the user from actually feeling the inhalation of the brake and improve the brake feeling.

  Further, when the brake operation is lost, the drive of the pump 38 is stopped, so that the behavior of the brake pedal accompanying the stop of the pump drive is not transmitted to the driver, and the brake feeling is not hindered.

  In the second embodiment described above, an example in which the pump drive is turned off when the brake operation is stopped has been described. However, as a condition for stopping the pump drive, the pump drive is detected by detecting that the vehicle has stopped. It may be turned off. In this case, compared to the case where the pump drive is turned off based on the absence of the brake operation, the pump drive can be stopped even during the brake operation, so that the battery consumption can be suppressed and the battery efficiency can be improved. There are advantages you can do.

  In the above embodiment, the front and rear piping is provided for the FF vehicle, but the front and rear piping may be provided for the FR vehicle. In the above embodiment, a vacuum booster is used as a booster. However, the hydraulic pressure generated by the pump is accumulated in an accumulator, and this hydraulic pressure is applied to the piston to boost the pedal effort applied to the brake pedal 20. May be.

1 is a system diagram of a vehicle brake device according to a first embodiment of the present invention. It is a figure which shows the hydraulic brake device shown in FIG. 2 is a flowchart of a control program executed by a brake ECU shown in FIG. It is a correlation diagram of the brake operation force at the time of regenerative cooperative braking and vehicle deceleration. It is a figure which shows the structure of the braking force at the time of regenerative braking force fluctuation | variation. FIG. 4 is an ideal braking force distribution curve, a relationship diagram of hydraulic braking force and regenerative braking force. It is a relationship figure at the time of replacement of regenerative braking force and hydraulic braking force. It is a relationship figure at the time of replacement of regenerative braking force and hydraulic braking force. It is a relationship figure at the time of replacement of regenerative braking force and hydraulic braking force. It is a flowchart of the control program performed in brake ECU which shows the 2nd Embodiment of this invention.

Explanation of symbols

10 ... Brake system, 11 ... Hydraulic brake device, 12 ... Regenerative brake device,
DESCRIPTION OF SYMBOLS 13 ... Brake ECU, 14 ... Motor, 15 ... Hybrid ECU, 16 ... Inverter, 18 ... Battery, 20 ... Brake pedal, 21 ... Treading force sensor, 22 ... Rotation sensor, 23 ... Wheel, 24 ... Brake system, 25 ... Master cylinder , 26 ... pipeline, 27 ... vacuum booster (boost device), 28, 35 ... reservoir, 29 ... hydraulic pressure sensor, 30 ... wheel cylinder, 31 ... brake means, 32 ... solenoid hydraulic pressure proportional control valve (hydraulic pressure control) Valve), 33 ... linear solenoid, 34, 36, 46 ... solenoid open / close valve, 37 ... ABS control valve, 38 ... pump (hydraulic pressure generator), 39 ... motor, 43 ... control hydraulic braking force applying device, 44 ... regenerative Braking force generator, 47 ... wheel speed sensor.

Claims (18)

A basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is applied to the wheel cylinder of each wheel connected by an oil path via the master cylinder and the hydraulic control valve. A hydraulic brake device capable of generating basic hydraulic braking force on a wheel and generating control hydraulic braking force on a wheel corresponding to the wheel cylinder by applying a control hydraulic pressure formed by driving a pump to the wheel cylinder When,
A regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
Detecting the fluctuation by driving the pump of the hydraulic brake device and controlling the hydraulic control valve to form the control hydraulic pressure and generating a control hydraulic braking force based on the control hydraulic pressure on the wheel. A braking device for a vehicle, comprising braking force compensation means for compensating for a lack of regenerative braking force due to fluctuation detected by the means. A basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is applied to the wheel cylinder of each wheel connected by an oil path via the master cylinder and the hydraulic control valve. A hydraulic brake device capable of generating basic hydraulic braking force on a wheel and generating control hydraulic braking force on a wheel corresponding to the wheel cylinder by applying a control hydraulic pressure formed by driving a pump to the wheel cylinder When,
A regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
When the fluctuation is detected by the fluctuation detecting means, the control hydraulic pressure is formed by driving the pump of the hydraulic brake device and controlling the hydraulic pressure control valve, and the control hydraulic pressure is applied to the wheel. And a braking force compensating means for generating a control hydraulic braking force based on the above and compensating for a lack of regenerative braking force due to the fluctuation detected by the fluctuation detecting means.   3. The hydraulic brake device according to claim 1, wherein a booster that increases the brake operation is connected to the master cylinder, and the master cylinder responds to a force increased by the booster. A vehicular brake device that generates a base hydraulic pressure.   4. The vehicle brake device according to claim 3, wherein the booster is a negative pressure booster.   5. The braking force compensation means according to claim 1, wherein the braking force compensation means controls the hydraulic control valves respectively provided in both front and rear systems of a vehicle having a front and rear system brake system. A vehicle brake device. The front / rear braking force distribution defining means for defining a predetermined front / rear braking force distribution in the front / rear system according to claim 5,
Braking force detection means for detecting braking force generated on each wheel of the front and rear systems;
When the braking force detected by the braking force detection means is insufficient with respect to the prescribed front-rear braking force distribution, the control is performed by driving the pump of the hydraulic brake device and controlling the hydraulic control valve. A vehicle front and rear braking force distribution compensation means for forming a hydraulic pressure and generating a control hydraulic pressure braking force based on the control hydraulic pressure on the wheel to compensate for a lack of the front and rear braking force distribution is provided. Brake device. It is provided in a vehicle having a front and rear system brake system, generates a base hydraulic pressure corresponding to a brake operation in a master cylinder, and intervenes a hydraulic pressure control valve provided in each of the front and rear systems in the master cylinder. Applying the generated basic hydraulic pressure to the wheel cylinders of the respective wheels connected by the oil path to generate the basic hydraulic pressure braking force to the respective wheels, and the control hydraulic pressure formed by driving the pump to the wheel cylinders A hydraulic brake device capable of generating a control hydraulic braking force on a wheel corresponding to the wheel cylinder;
A regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
Front-rear braking force distribution defining means for defining a predetermined front-rear braking force distribution in the front-rear system;
Braking force detection means for detecting braking force generated on each wheel of the front and rear systems;
When the braking force detected by the braking force detection means is insufficient with respect to the prescribed front-rear braking force distribution, the control is performed by driving the pump of the hydraulic brake device and controlling the hydraulic control valve. A vehicle front and rear braking force distribution compensation means for forming a hydraulic pressure and generating a control hydraulic pressure braking force based on the control hydraulic pressure on the wheel to compensate for a lack of the front and rear braking force distribution is provided. Brake device.   8. The vehicle brake device according to claim 7, wherein the front / rear braking force distribution compensating means compensates for a shortage with respect to the front / rear braking force distribution when the fluctuation is detected by the fluctuation detecting means. The fluid pressure sensor according to any one of claims 1 to 8, wherein a fluid pressure sensor is disposed downstream of the fluid pressure control valve,
The braking device for a vehicle, wherein the braking force compensation means or the front / rear braking force distribution compensation means controls the hydraulic pressure control valve based on an output of the hydraulic pressure sensor. In claim 9, the hydraulic control valve is provided for each of a plurality of separated systems,
The vehicle brake device, wherein the hydraulic pressure sensor is arranged downstream of each hydraulic pressure control valve of the system. In claim 9, the hydraulic control valve is provided for each of a plurality of separated systems,
The vehicle brake device, wherein the hydraulic pressure sensor is disposed downstream of the ABS control valve of each system and outside an ABS control unit in which the ABS control valve is disposed. A basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is applied to the wheel cylinder of each wheel connected by an oil path via the master cylinder and the hydraulic control valve. A hydraulic brake device capable of generating a basic hydraulic braking force on a wheel and applying a control hydraulic pressure formed by driving a pump to the wheel cylinder to generate a controlled hydraulic braking force on a wheel corresponding to the wheel cylinder A hydraulic brake control device for controlling,
Fluctuation detecting means for detecting a fluctuation of the regenerative braking force actually generated by the regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
When the fluctuation is detected by the fluctuation detecting means, the control hydraulic pressure is formed by driving the pump of the hydraulic brake device and controlling the hydraulic pressure control valve, and the control hydraulic pressure is applied to the wheel. And a braking force compensating means for generating a control hydraulic braking force based on the above and compensating for a lack of regenerative braking force due to the fluctuation detected by the fluctuation detecting means. In Claim 12, the variation detection means comprises:
A target regenerative braking force calculating means for calculating a target regenerative braking force of the regenerative braking device based on the brake operation state;
Actual regenerative braking force input means for inputting the actual regenerative braking force actually applied to the wheels by the regenerative brake device with respect to the target regenerative braking force calculated by the target regenerative braking force calculation means;
Difference calculating means for calculating a difference between the target regenerative braking force calculated by the target regenerative braking force calculating means and the actual regenerative braking force input by the actual regenerative braking input means;
A vehicle brake control device comprising: a determination unit that detects that the regenerative braking force has fluctuated if the difference calculated by the difference calculation unit is greater than a predetermined value. In Claim 12, the braking force compensation means includes
A target regenerative braking force calculating means for calculating a target regenerative braking force of the regenerative braking device based on the brake operation state;
Actual regenerative braking force input means for inputting the actual regenerative braking force actually applied to the wheels by the regenerative brake device with respect to the target regenerative braking force calculated by the target regenerative braking force calculation means;
Difference calculating means for calculating a difference between the target regenerative braking force calculated by the target regenerative braking force calculating means and the actual regenerative braking force input by the actual regenerative braking input means;
A vehicle brake control device comprising: control means for forming the control hydraulic pressure so that a braking force corresponding to the difference calculated by the difference calculation means is obtained. A basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is applied to the wheel cylinder of each wheel connected by an oil path via the master cylinder and the hydraulic control valve. A hydraulic brake device capable of generating a basic hydraulic braking force on a wheel and applying a control hydraulic pressure formed by driving a pump to the wheel cylinder to generate a controlled hydraulic braking force on a wheel corresponding to the wheel cylinder A hydraulic brake control program for causing a computer to execute a function to be controlled,
A variation detecting function for detecting a variation of the regenerative braking force actually generated by the regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
When the fluctuation is detected by the fluctuation detecting means, the control hydraulic pressure is formed by driving the pump of the hydraulic brake device and controlling the hydraulic pressure control valve, and the control hydraulic pressure is applied to the wheel. A brake control program for a vehicle, comprising a braking force compensation function that generates a control hydraulic braking force based on the above and compensates for a lack of regenerative braking force due to a variation detected by the variation detecting means. A basic hydraulic pressure corresponding to the brake operation is generated in the master cylinder, and the generated basic hydraulic pressure is applied to the wheel cylinder of each wheel connected by an oil path via the master cylinder and the hydraulic control valve. A hydraulic brake device capable of generating basic hydraulic braking force on a wheel and generating control hydraulic braking force on a wheel corresponding to the wheel cylinder by applying a control hydraulic pressure formed by driving a pump to the wheel cylinder When,
A regenerative braking device that generates a regenerative braking force corresponding to the state of the brake operation on any of the wheels;
Fluctuation detecting means for detecting fluctuations of the regenerative braking force actually generated by the regenerative braking device with respect to the regenerative braking force;
The pump of the hydraulic brake device is driven based on a brake operation, and when the fluctuation is detected by the fluctuation detecting means, the control hydraulic pressure is formed by controlling the hydraulic pressure control valve, Brake force compensation means for generating a control hydraulic braking force based on the same control hydraulic pressure on a wheel and compensating for a shortage of regenerative braking force due to fluctuation detected by the fluctuation detection means Brake device.   The vehicle brake device according to claim 16, wherein the driving of the pump is stopped when the brake operation is stopped. The vehicle brake device according to claim 16, wherein the driving of the pump is stopped when the vehicle is stopped.

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